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World Maritime University Dissertations Dissertations
1989
Managerial decisions with computers in national directorate of the merchant marine in Mozambique
Boaventura Marcelino Cherinda WMU
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Recommended Citation Cherinda, Boaventura Marcelino, "Managerial decisions with computers in national directorate of the merchant marine in Mozambique" (1989). World Maritime University Dissertations. 846. https://commons.wmu.se/all_dissertations/846
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WORLD MARITIME UNIVERSITY-
MALMO. SWEDEN
MANAGERIAL DECISIONS WITH COMPUTERS IN NATIONAL DIRECTORATE OF THE MERCHANT MARINE IN MOZAMEaQUE
bv
Boavent.ur a Mar c elino Cher i nda MOZAMBIQUE
A oapar submitted to the Faculty o-f the World Maritime University in partial satisfaction of the reaui rements tor the awa^rd o-f a
MASTER OF SCIENCE DEGREE
IN
oi; NERAL MARITIME ADMINISTRATION
The contents of this oaper retlect rny personal views and are not necessarily endorsed bv the University.
Supervised bv ; Siqnature Professor J.Mlynarczyk» World Maritime University Assessed by: Hans van Walen Lecturer WMU Co-assessed by; Aape Os V i sitin a Pr of essor World Maritime University * 5^ * * .t: >i£ iK * * * * S He *•*•*■**** sK ii': * ^ * ^ *:****** ^: !i: )f« ^ sK t * * 1111 t >|c t t t t t ^1' t )k \i/ 'i: >k $ t
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ACKNOWLEDGEMENT------
INTRODUCTION------1
CHAPTER I Economical characteristics of Mozambique
I . 1 Location------3 1.2 General principles of the Constitution------4 I .,3 Economic Affairs------. 4 I . 4 Educat ion------7 I. 5 Transport and Communi cations------8 1.5.1 Rai Iways------9 1.5.2 Roads------9 1.5.3 Civil Aviation------10 1.5.4 Shipping------10
CHAPTER II Present state in the Maritime Administration
II.1.1. Objectives------14 11.1.2. Structures------15 11.1.3. Functioning------19 11.2. Existing information system------19
I. CHAPTER III Identification of necessities and proposed inf restructures
III. l Objectives------21 I 11.2 Ideas of the new system------22
CHAPTER IV Recommendations and proposed schedule for Implementat ion
IV. 1 Organization Structure------2*9 IV.2 Office Automat ion/Computerization--- 30 IV.3 Procedures for decision making------34
CHAPTEIR V Final remarks and conclusions------38
Bibliography------42
Appendix 1
II ACKNOWLEDGEMENTS
First D-f all I would like to express my gratitude to Professor Mlynarcsyk and Captain Hans van Walen tor their valuable advice and guidance which I received from them during preparation ot my thesis.
My thanks are also ottered to English Lecturers, particularly to Ingar Batista, tor her comments and correction ot my English.
I also thank Hife Excellency Armando Emilio Guebuza and His Excellency Isaias de Abreu Muhate, Minister and Vice-Minister ot Transport and Communicatione respectively, tor making it possible tor me to attend this course at the World Maritime University.
Last but not least, I would like to thank my parents, mother-in-law and brothers who supported my family during my study at’ WMU.
,L T |v| "T f~i O O i.j C ■'T I O rvii
The People's Republic o-f Mozambique is a coastal state, situated in one o-f the main i nternat i onal routes- Mozambique canal, E
Wor Id Mar i ti me Uni versi ty and tak i ng i nto accolsnt the Moz amb i can rea 1 i ty the au.t hor• be 1 i eves that gr adually it will be possible to improve the in-formation system in the National Directorate of the Merchant Marine through the use of computers. This thesis is divided ;i.nto five cha.pt.erss
— t h e fist c h a p t e r p r e s e n t s t h e c o u n t r y a ri d h i g h 1 i g h t i n g
t r a n s port a n d c o m m li n i c a t i o n s ,s
-- the second chapter deals with the present organization st r uc t ur B an d existin g in f or mation system in t h e NDMM;
-- the third chapter presents what can be done to the new syste?m‘,s
-- the fourth chapter presE^nts the 00551516? structure to adopt in the future;
-- the 1 £ist one? deals wi'th conclusions and ge?neral rei.mark 1.2 GENERAL PRINCIPLES OF THE CONSTITUTION
The Const, i tut. i can came? into -force at Independence on 25 June 1975. The? P. R, c-f Moz amb i c.]ue is a scavereign, i h d e p e n d e n t and d e m o c; r a t i c b t a t e . P o w e r b e 1 o n g s t o t h e? workers and peasantes unitead and led by Frelimo, and is exercised by the cargans o-f oeople-’s power. Frelimo is; the? leading force' of the state and scaciety. The republic has. t h e foil D w i n ca f u n d a rn e n t. a 1 o b j e c t i v e s;; “ Th c? e 1 i m i n at i on caf c: o 1 .can i a 1 an d t r ad i t i on a 1 sit'^uctures? ~ T h c? e >: t s c! s i ca n o f p e ca p 1 e ’ s; ci e m o c: r a t i c: p ca w e r ; — The builcjing of an incie pen dent economy;; — The defense and consolidation caf national i n d e p e n cj e n c e a n c:i i.i .n i t y . p r i V' a t e i? n d .p e r s o n a 1 p r ca p e r t. i b s a r e g li a i'- -a n t e e d a n d f ca r e i o n capital is authorised to caper ate within the framewcark of the state’s; economic: policy. The republic is a secular state in wnicrh there is abscl ute separation betwcc-en the state and religious i ns;t i tut i ons
1.3 ECONOMIC AFFAIRS
The economy is based on agriculture, which employed abcaut 837. of the labour force mainly in subsi stc-ance forming, in 1988. The major c:as;h ccrops are cashew nuts, sugar cane, cotton, tea and sisal. Maiare, bananas, rice and coconuts are grown as well. Since Mozambiciue achieved i ndcapendence in 1975, agricultural production has been h.ampered by a lack c?f s k i 11 ca d m a n p o w e r , a c 3 v e r s e w e a t h e r c: c? n d i t i o n s , a n d pe.>-sistent security proble.ms. Since? 19'76^mcjre than 1,500 communal villages have been estab 1 i shcad , and state farms set up, in the e-ftort to "s-Dcialize" the rural sector., By 1980, 165 agricultural co-operatives had also been established, and in 1985 it was estimated that the state and co-operative sectors together accounted for about 40% of the marketed agricultural production. However, a number of state farms proved to be uneconomic, and were divided into individual peasant holdings from 1980 onwards. Since 1983 the government has attempted to Q i v e i n c r- e a s e d p r i o r i t y t o imp r o v i n g p r o cJ u c t i o n f r o m s m a 11 f arms i n the family sector. In .June 19R6 the gover nment extended the leasehold period for occupation and use of 1 a n d f r" o m b e t w e e n 5 a n d 15 t o 5 0 y e a r s . T h s I'" e 1 a )< a t i o n o f p r i c e c o n t r o 1 s for s e v e;a 1 agricultural products in 1?E!7 increased agricultural output„ A prolcjnged and severe drought in parts of the country has had an increasingly damaging effect on crop production since 19.E31 , and further probltsrns were caused tn/ floods and cyclones in 1984, and by bandits. The total production of cashew nuts fell frcjm 80,000 metric tons in 1975 to an estimated 25,000 tons in 19E35, taut rc!se to about 30,000 tons in 19E!.6,The output of sugar has. also been affected; production of raw sugar reached about 17’, 000 metric, tons in 19E35,, compared with a record pre-independence level of 350,000 tons per year. There are considerable mineral resources, although only coal, diamonds and bauxite are currently exploited. IN 1980 the mining sector was severely disrupted by internal unrest, and suffered from fluctuations in world mineral prices; earnings from mineral exports fedl from 200 M. Met i cai s!j« in 1S^81 to 10 M.Meticais in 1986.
,Me11 ca 1 ; p 1 t..iI'- a 1 !iet i cai s-cur r ency of Moa.mb i q ue . Mosambiqus has proven coal re?serves o-f some 1,000 m tons, but production, at Moatise, in the? Tete Province, has been constrained by security and technical problems. Manufacturing is limited in scale, and Mozambique is heavily dependent on South African industrial products. Food processing forms the basses of this sector , with sugar rejfining, cashew and whc-?at-processi ng predomi nat i ng „ Other industries include cotton spinning and weaving, brewing at.nd the manufactiire of cement, fertilizers aind a g r i c u 11 u r a 1 i m p 1 e m e n t s . M i n i n g a n d h e? a v y i n d li s t r y h v e the potential for major development, artded by the c on st r uc t i on of a nat i ona 1 e 1 ecti c i ty gr i d , u.si ng powe?r from the hydroelectric plant at the Cabora Bassa Dam. In order to bra'.ke? the decrearse in the economy, in J an u.ar y 1987 t h e 6over" n men t b eg an i mp 1 emen t a t i on oa recove?rv orogramme for 198/’—90 (PF'lE) , upon which a s s i s t a n c e f r o m IM F w a s c o n d i t i o n a 1 .
U n d e r t h e p r o g r a m e , t h e C a u. n t r y ' 'j:; B r o s s D o m e s t i c Product (GDP) was to grow by 3.5% in 19S8 and bv' 5% in 19 9 , c D m p a r e d w i t h 0.5 % i n 19 Ei 6 „ The orogramme^ aimed to increase productivity and e X D o r t s „ D o 1 i c y c h a n g e s i n t r i n s i c t o t h e p r o g ram m e, s u. c h as the devaluation of the Metical, relaxation of price controls and encouragement of private investment, reflected further movement by the Government towards the liberalization of the economy. During the period 1980-85 Mozambique's gross domestic product was estimated to have declined by 9.6% per year, in real terms, owing to adverse weather conditions, the security situation and a lack of foreign exchange. In 19£>6 a. 11 h o L! g h t h e c o u n t r y c o n t i n u e d t o e x p e r i e n c e c o n s i d e r a b 1 e difficulties, the decline in SNF' slowed as a. result of government poii£;ies> and support from aid—donors. In 1937 a groiwth of 4% in BNP was achieved, owing largely to the implementation of austerity measures under the 198"7“90 economic recovery programme, and because o-f the subsequent increase in international financial support.
balance of PAYMENJS lysf NikLIObil
1984 1985 1986
N e r c h a n d i s e e p o r t s . f , o . b 97.7 7 6.6 79.1 Nerchandise imports c.i.f --539.7 -423,8 -542.7
T r id d e b a ]. a n c e —444«0 -423.8 ”"AlV'3 r. 6'.i
Services end transf.(net) - 60.2 82.0 Current balance -308.3 -286.9 -381.6 C a D i t ai 1 B a 1 a n c e -73.0 -39.7 -87.6
N e t e r r o I'" s a n d o m i s s i o n s -2.9 ™77. „ Toti-U (net monetar'/ movements) ^ cp —542.2
1.4 EDUCATION
At Independence, between B5%“957. of the adult population were illiterate. By 1985, according to estimates by UNESCO, the proportion was 627. (males 45.27. females 77.97.). There is a major emphasis on campaigns for adult 1 i t e r a c y a n d o t l i e r a d u 11 s d u c a t i o n w i t h a bi o u t 550 ,, 000 people attending classes in 1981, as well as on widening the scope of primairy and secondary schooling. Education is o-f-f i c i al 1 y compulsory for seven years from the? age of si;:. The number of children receiving primary education increased from 634,000 in 1973 to 1,495,000 in 1979, but declined to 1,251,391 in 1986. The total enrollment at primary and secondary schools of children in appropriate age-grcjups rose from 307. in 1972 to 527. in 1979, but fell to 37% in 1983. The Nat i on a 1 Educat i on Syst em was e;p pr oved i n 19S2 and began to be introduced in 19S3. The State plan for 1983—85 forecast that 722,900 new pupils would be admitted to genei~al education, 6,100 to technical education, ana that literacv classes would admit 229,000 adults. There is a university at Maputo ( Universidade Eduardo Mondlane] and there were some 2,500 students at the Li n i v e r s i t y i n 19 El £1,
1.5 TRANSPORTS AND COMMUNICATIONS
MIoz ambi que ^ s transport system is oriented to supply commodi ti es to 1 a;nd-1 ocis ed soi.\'hhern countr i es The "Beira Corridor" where rail and road links and a petroleum pipeline run along the Zimbabwe border and the Mozambican port of Beira, provides a vital outlet for the land-locked Southern African countries, particularly Zimbabwe and the development of this rout as an £?1 ter native to the trade routes through South Africa, is a major priority for the Southern African Development Co ordination Conference, BADCC.l
1 For more information see apisendi;-; 1, The SADCC Ports hand bocik , an African publication bv Colleen l„..owe Morn a 1.5.1 RAILWAYS
The total length of traick ie 3,343 km, e;-:cluding the S6?na sugar state railway (90 km), which serves only the company’s properties. The? railways are now all state- owned. There are rail links between Mozambican ports and EJou.th A-fricci, Zimbabwe, Malawi and Swaziland, together with internal routes. Improvements to most of the? orincipal railway lines began in the ea''-ly IREiO’s, including the rehatai 1 i tati on of the Machi Danda-Be?i ra rail link between Zimbatbwe and Beir-a Port . In 1987 major rehabi 1 i taiti on projects were also being undertaken on rail links between Chi cual acuaYl a, at the
Zimbabwe? border, and the Port of Maputo (534 km), and between the F-'ort of liacala and B1 antyre in Malawi .
E( § 11 Y1 i. £ C §• f £ 1C1
1984 1985 1986
Freight Carried(’000 metric tons). 3,698,6 2,899.5 2,949.3 Freight ton-km (million)... 536.3 289.6 303.3 Paissengers carried (’000).. 5,296.0 6,723.0 6,619,0 Passengers-km (million)..,. 284.1 225.4 263.6
I ROADS
In 1974 there were 39,173 km of rcjads in Mozambique, of which 11,905 km were classified as first-class roads, and 14,715 km as second class roads. In 1985 a\. major
p r o g r a m m e 5 s u p e r v i s e d h3 y the S A D C C, k- a s u n d e r w & y t o i m p r" o V b t h e r □ a d 1 i n k b between M o a fn b i li e a n d n e i g h n o r i n g countries^ E-f-forts are also being made to improve north- south road connectionB- and to construct rural -feeder road systems in each province »
I.5n3 CIVIL AVIATION
There are 16 airports, o-f which three are i nternati onal a.i rports .
Civil Aviaxtion 1984 1986
F r e i g h t C a r r i e d ( ■' C) 0 0 m e t r i c t on sn 6„5 7 u 0 6„8 F'assenqers carried ( ■’’000) „ , r >, . ■ » . r341.2 229 .. 7 257 = 3 Paissengers—km (mi 11 i on ) 621,1 A86.2 5u4 „ 9
1.5.4 SHIPF'ING
T h e n a t i o n cs 1 f 1 e e t o f M o z a m b i q u e c o n s i s t s o -f d i -f -f e r e n t t y p e a ri a s i z e o -f v e s s e 1 s . F'rom the rcigi str at i on recDrds,the exact size o-f the fleet can not be visualized. It is usual to say that, it is about 30,000 SF(T but this figure pe?rhaxps includes smal boats and barges, owned by indiyiduals sailors; howeyer, the fleet plays a greaxt role in the overall transport system. As shipping companies, there are two state owned c o m p a n i e s i n M o z a ni b i. q u e . The first one commenced its activities in May 193u» In January 19B8 the Nawique^s fleet was as it can be observed on the next page. F"rom time to time, Navique has principally acquired ships mainly to renew its fleet and to operate also some chartered vessels as well. Nowadays 11 dry cargo vessels and 3 tankers are in operation- Nine of the dry cargo vessels are owned by Navique and 2 chartered (time charter) The fleet is fa!"" from tailor-made for Moz amb i ques c oast a 1 oper at i ons - Pr ev i ous 1 ack of main t ennce and spare parts,, and also the present shortage of proper repair facilities maTe it necessary to use large amounts:- of funds'and time to en NAVIQUEIS FLEEI in JANUARY 1988 Year of Ship'" Si- Name Type? of cargo b u i i t DW GRT Inharrime Container 1974 2,150 2,950 L.. i n d e B- Car go 1973 2,600 2,794 L-ugel a Container .1 974 2,150 2,950 Luabo Pe'trol eurn 1973 1 , OOC) 2,286 Macuze Peetrol sum 1946 320 40C! Muanz a 0 - Cargo 1967 1 - 000 2,270 N Q u r i 0.Cargo 1977 1 , 150 2,286 Pol ana 0 - Cargo 1967 2,300 2,, 890 Save G»Cargo 1970 1,250 2,800 TOTAL 13,920 21,626 1 1 fZ): i~i F“" "T~ fcr_ I I PRESENT STATE IN THE MARITIME ADMINISTRATION In order to unders-tand the problems o-f the Maritime Administration in Mozambique it is important to have a look at how it hais developed since independence.. T he d e V e 1 o D m e n t. s a rid d i f f i c u, 11.1 e s , a r e p a r t of the ci i -f f- i c u 11 i e s w h i c h t h e c o u n try is -f a c. i n o , T h e rn i n i s t r y i n c barge of Marine AT-fairs, has changed the name several times and the organ;! za\ti on and structure has changed ats wei i » A t in d ep en d en c e t h a t minis try was c a1 led iinistry o-f Tr a ,n sD Dr t an d Commu.n i c a t i on s . Th e M i ri i s was r e s p o n sib1e •f or s .. Road tram sport a A i r t r a n s □ o r't Sea 'bransport Rai1 ways Te 1 ecommun i c at i ons-.. The Maritime Administration, was led by "Co-ordinate Commission of Maritime Transport" (see Annex 1), IN 1980 the ministry changed to the "Ministry of Ports and Surface Transports". This alteration means that, the ministry was divided into two ministries. The other ministry was called "Ministry of Telecommunication and Civil Aviation". The ministr-y was made up by three national directorates? .National Directorate for Ports and Railways, .National E)i rector ate of Shipoi.ng and Inland Waterway Transports, .National Directorate o-F Road Transport (see anne;-! 2) . Eiy 19S4 the ministry changed again the name to "Ministry of Ports. Railways and Merchant Marine". The structure can be seen in annex 3, At this stage the Mlaritime Admi ni str at i on was observed as an important se?ctor in ths? context ot strcitegv development o-F the country in general . One V i c: e •■■■ M i n i s t e r w, a s a p d o i n t e cl t o d e a 1 w i t h t h e Merchant Marine. All the sectors were re-organiced. In 1986 , the mi ni stry changed to tha Mi ni stry o-f Transports and Communications. The same name which it had at the time of the Independence. The ministry is headed by a Minister and two Vice-Ministers. One of them is r• eBDDnsi b 1 e f or the Mer c.hant Mar i ne and other to te? 1 ecom- muni cation and Civil Aviation, All those altex"atiDnB contributed to misunderstandings of the role of marine affairs, "... In every developing cc'untry there is usually a Ministry that is expected to be responsible for maritime matters. However, in most developing countries maritime matters (shipping) have not had the priorities that they deserve and the concerned Ministries have also to deal with many other non-marine matters affect the common man on day-to-day basis. For example, it is found to be practice in many developing countries to make a Ministry responsible for transport and/or communications to be responsible for maritime matters. In such cases, the Minister is naturally pre-occupied with miatters pertaining to road transports and telephone / wireless services".! 1 P „ S . Vanch i swa.i-, Establ i si-h erne nt/Admi ni st „ Mart, Affairs, In July .1.988, the National Directorate ot the merchant Marine was created. It can be seen in its -fundamental document! The National Directorate o-f the Merchant Marine, is a state instrument which directs, plans, co--ord i .nates and controls within the scope o-f the Ministry o-f Transports and Communication s A) The matritime transport activities through the sect o r ^ s e n t e p r i s e s ? B) The maritime administration activities as we11 as the application of maritime safetv regulations. 1.1. OBJECTIVES OF THE NATIONAL DIRECTORATE OF THE MERCHANT MARINE The objectives of NDM are; To promo-te? ir. n £■? safetv of n a v i g a t i o n a n d t h e 1 i f e a sea n T o promote the pi^-eser vat .ii. on of the marine environment and to control marine pollution; . To establish principles and strategies of maritime transport and to f i the prices to be applied by the services in its dependence; . To co-ordinate the activities of maritime administrations; . To establish the planning strategy as well the development projects of the sector; » To establish the? strategy for training of marine? personnel; .. To represent the country in international me3etinas relate?d to the merchant marine; . To promote and estimate the i nv€?sti gati ons and studies of nautical science and the develcipment o-F maritime transport „ To participate and stimulate the practice o-f nautical sports; „ To establish and control, the quantity and quality o-f sa-fety standards o-f embarkati ons , » To control the communications ship/shore and vice--vers a in order to protect the human life at sea n , T Q VM a t c h o V B r t h e d e v a 1 u a t i o n n d a c c o m □ 1 i s h m e n t in the country, the maritime legislation and i ntei^nati onal * conventi ons . To insioejct; in particular the Mari'time Admi ni stna-- tions and ether subordi nai.te organs in order to have; u. n i f a r m i t y i n p r o c e d u r- e s , 11 STRUCTURE OF THE NATIONAL DIRECTORATE OF THE MERCHANT MARINE The structurE? of the? Na'ti onal Dir esc tor ate of the m e r c h ai r> t M a r i n e i s m a d e u p b y t h b f o 1 1 o w i n g o r g a n s; „ D e D a r t m e n t o f M a r i t i m e S a f e t y A d m i n i s t r a t i o n , Department of Comimercial Navigation Depairtment of Naval Material and the following staff organs; , Departmemt of Administrati on and Finance , Department of Planning , Department of Personnel - Secretariat of the Directorate, See anne:-: 4, All the^ main dfspartments arse directed by a Chief of D e p a r t m e n t an d a re s u. b o r d i n a t e d t o t he N a t i o n a 1 D i n e c: t o r of the Merchant Marine, ^ The Department of Maritime Safety Administration is constituted by the following seryicess . Maritime Regist r ation .. Maritime Safety . Inspection, Search and Rescue. The Department of Commejrcial Na.yigation is made up of the f D11owing seryic es; . Maritime Trade . Costs and Freight. The main tasks of this department are; A 5 T o e 1 a b o r a t e e c: o n o m i c s t u. d i e s a n d t e r m s o f r e f e r e n c r B1 a t e d t. o w a t e r t r a. n s p o r t.; B) T o c o n t n o 1 o □ e r a t i c n m a n a g e m e n t o f s h i p p i n g comoanies in order to guarantee tiiEn.r prof i tabi 1 i ty = C) To propose the tariff policy and measurements relate t D f r B i Q h t f o r a 1 1 s b. i p p e n s; D) T Cl a n a 1 y s e and p r o p o s e 1 i c e n s i n o r e 1 a. t e d t o t r a.nsdor t at i on of oassenger s and car■ go by i nd i vi dt!a 1 entities; E) To make oroDosals of the numbe^r and kind of yesse?ls to operate in each zone of the country; F) To analyse? and make proposals about sales and purchase of yessels; G) To propose the comrne?r c i ad policy to be? followed by shipping companies in cabotage transport. The Department of Naval Materials has the following f u'nct. ions; . To organize and up-date the dossier of the National Merchant Fleet; . To maintain technical assistance. The National Directorate of the Merchant Marine is led by a national director and assiste?d by two deputy d i i - e c t o r s . T h e n a t. i o n a 1 d i r e c t o r a n d t hi e d e p u t y d i r e c t o r s are ao coin ted bv the Minist.G?r of Transport and Communica— tic'ns;. . T h B n a t i o n a 1 d i e c t o r o f t h e m e r c h a n t m a r i n e i s responsibl.e for the cori"ect functioning of the sector and for the accomplishment of the tasks attributed to the N a t i D n a 1 D i r e c. t o r a t e o t li e M e r c h a n t M a r i n e . I n p a r t i c u 1 a r i t i s w i t h i n i t s s c o p e t o; A) Lead the activities of Nati onctl Directorate; E-:) Guarantee the functional link between oi'-gans of the Ministry of Transport and Communications; C) Assist the Minists?r of Transport in defining and elaborating development and growth of the Merchant Marine; D) Assure the implementation of Government decisions related to the sector; E!) AsS'Ure that the development of the sector is maxde V'.' i t l"i a u t d i s t o r t i o n . t a k i n g into a c c o u n t ^ t h e i n t e r e s t o f t h s n a t i o n a 1 e c o r! o m v; F) Lead and co-ordinate the activities o-f Maritime Administrati onss G) Sign the? i nternat i onai cer t i-F i cates o-f sax-fety o-f ships? H) F;epresents the National Directorate in meetings and contracts which is membwr? I) Submit proDosalfs o-f legislation related to maritime t r a d e , (n ar i t i me sa f e t y , t h e p r o t ec t i on o-f mi ar i n e enVi roriment , mar" i ne per sonnel and other s m J) Promote? action in order to Drotect the marine en vi r on mien t ? K) Tai--.e action in order 'to avoid m£>.rinE? pollution? L) Lead 'hhe act i cdn o-f i nspec’h i. ng o-f shi ps . II„1„3 FUNCTIONING The National Directorate o-f the Merchant Marine, to exercise the task in their scope, is assisted by the Counci 1 , The Council assists the NDMM mainly in matters related to control and planning of activities in the sector? in d e f i n i t i o n a n d a p p 1 i c a t i o n o f d e v e 1 o p m e n t p a 1 i c i e? s , h u m ai n resources and i mipl e?mentati on of the staxte policy. The Council meets; once a month and is mis.de up of? - a national director, - national deputy directors, - chiers o-f departments. There is also a general council with the objective to analyse and take decisions related to activities made during the year and to make proposals concerning the •future. The General Council meets once a year and is composed by — the members o-f the Council, — the director o f t h e Na utic a1 Sc h oo1, ~ t h e d i r e c t o r o t n a t i o n a 1 Inst i t u t e o -f H v d r o g r a p h'/ , — directors of .state? owned shipping companies, m a r i t i m e a d m ini s t r a tors, — others responsible to be appointed bv the Na t i on a\l Director. T T exist: :nformation system As it can be obsejrvsd below, the existing information system is not computerised and the way in which it circulates is not correct. The base of decisions are the meetings. In all meetings it is common practice to write a report. Problems of ail sectors are discussed in those meetings. Information circulates from one sector to another and the people responsible of departments or services have to report the? status of their sectors and the solutions taken in each situation. I ndeed t h e p er son a 1 ex p&r i e?n ce of the aut h or shows that managers in general, often spend as much as half of \ t hen r wor k i ng t i me? i n sLic: h d i r ec t c omms..in i c at i on s activities such as, meetings, writing, reading, telephoning and searching -for i n-f ormat i on . However, nowadays maiking decisions with computers is truly the art of the managers manly in shipping industry. I he manager is not a worker with i nf ormiait i on, but a user of information. Success in this depends upon the abil ity to c^et the information needed the ability to interpret that information and to communicate the decisions taken. There is in the Ministry one center of d D c u m eri t a. t i D n . H o w b v e r t h i s c e n ter is n o t c o m o u t e r i z e d a n d i t c o n c e n t. r a t e s 1 1 t h e ci o c: Li mi e n t s a n d p.) u b 1 i c a t i o n s related to transport and communications. The problem is, how the managers use that i nf ormiat i on , who make the necessary i nt erpr et at i on and ho'w it circulates from the base to the? too level and vice-versa. The? autho''" observs?d a.1 so the lack of experience? in the or ocess of c:o 1 1 ec t i ng and or gan i z i ng i nf or mat i on , Owing to such a situation, it is very difficult to have the reciuired informiation when needed. As it can be observed in parts 11.1.1 and IJ.1.2 of this thesis. 1 h e M 31 i o n a 1 E? i r e c t. o r a t e o f M e? r c h a n t M a r i n e c o n t r o 1 s a 1 most everythi ng related to mar i t i me tr ansport. LJsi nq onlv the systemi of mieetinQS and discussions it is not possible to take decisions and implement them on time. Mozambique has a coastline of about 2,470 km from Palma to Ponta de Ouro. Information from Palma to Maputo (Capital city) which is located at about 100 km from Ponta de Ouro sometimes takes more time than information coming from Europe or any other part of the world,, Any organization which is centr al i z eqS, should have structures and tools to control all the sectors it covers. In summarv , sinee the ei st i rig i nf ormati on ,system does not circulate cor,>^ectly, it is very difficulty to re—orqanize it man u a. 1 1 y . T h e r 0 a r e w e 11 - k n d w n and e v o 1 v i n g w ays b v vMhich productivity pa^'ameters of communications such as time, mc3ney, and "acce'ss" to information can be improved through the use of computers. ci-i#=>f='Tee:r: XII IDENTIFICATION OF NECESSITIES AND PROPOSED INFRASTRUCTURE III.l. OBJECTIVES An orqani zati on ^ B in-formation svstE^m must be constnucted with the objective of -filtering out unneeded information and conveying only relevant information to the decision maiker. The idea of relevance is of gneat import.ance.j D a r t i c Li 1 a r 1 y s i n c e t h e a d v e n t o f the c o rn p Li t e r In the case of NDMij it is narticularly difficult to know eractlv' which i nf ocmat i on is re? levant -and which is not. The o c Cl a n i z a t i o ri a n d s t r u c t u r e are n e w Ci n d t h e interaction of muitiDlE? -factors working togethE?r make the process of converying relevant information difficult. However, i-i: may be better to start when people hiSve no r{g-fgcts-» It is easy to desiQn a system that spews fortn moun tains of inf or ma t i □ n b ut i t i muc h mor e d i f f i c u 11 t o decide what small fraction of that information is likely to be useful. The obje?ctive of this study is to show ways which can be useful to improve the tasks of manage'rs in their decisions = That system must be able to ; .organize, store and make easily available information in a standard 'way, .keep the information up to date,, .reduce the? paper work., .slow down the pjrol i-f erati on o-f -file cabinets, •assist in measuring productivity, • provide early warnings o-f problems, • m e d 3 a t e , d i r e c f: s i.i p p o r t a n d con t r o 1 o p e r a t i o ri s a n d p 1 a n n i n g a n d •assist in making decisions. All those tasks can be done easily with the use o-f computers• This project, will at least try to give ways to achieve the objec-fcive defined. The first step will be d e s c I'- i b e d b e 1 o w • IDEAS OF THE NEW SYSTEn The first step should be the creation and organisation of a center of information and documentation separated to the center of the Ministry. This Center can be divided into two sectors : - division of documentation - division of information and publication The main tasks of these divisions, can be; A) to make documentary treatment B > t o prom o t e i n t e i-- c ii a n g e o f inf o r- m a t i o n a n d C > t o B1 a b o r a t e p u b 1 i c a t i o n The division of documentation, can include two units; . Legislation . Technical documentation. The division of information and publication can include two units: . Technical Information . Editorial. One of the main characteristic to take into account in this system, is the possibility of interchanging information with other libraries. IT is also possible to use a UNISIST system given by UNESCO without payment. The National Library uses this system and the interchange of information will be useful. This Center can have the following structure: CID ‘ DIVISIONOF DOCU-I DIVISION OF INFOR- j MENTATION | NATION AND PUBLI- 1 j } \ CATION t i 1 i £ 1 f 1 j 1 ■ * TECH. TECH. LEGISLATION DOCUME- : i INF. •' EDITORIAL NTATION j 1 j -24- The objective o-f this Center should be; 1. to promote the research and- documentation o-f all the information of interest to the merchant marine; 2. to recommend the genercil policies about acquisition and docu.menH:.at i on of technical information; 3. to control and plan the process of acquisition in order to; 3.1- to ela'borate lists of acquisition and p r o m G t e t h e c i r c u 1 a t i on i n d e p a r t m e n t s , 3.2, to maintain the connection with atc count an c y 3«3r to control the orders and the entrance of pufalications, 4. to organicB and manage the documentary fund in or d er to h a ve o er man c^n 1.1 y inf or mat i on up ~t o~d at. e, 5. to promote diffusion of documentation; 6. To edit publications, such as 6.1 bulletins 6.2 interesting legislation 6.3 p eriodic a1 publie ation To make circulation of publication The methods to be? used should be defined by the person responsible for the department concerned and the national director= The second step should be the creation of the? statistical bureau within the department of planning. The? objective of this service? is; . preparation and publication of data concerning the National Merchant Fle?et and the movement of transported cargo in national ships and charte'red s h i p s . „ preparation arid publicaxtion of dexta for some? of the transportejd goods in liner ships in our cone?. . cDnst i. t ut i on cjf a b i b 1 i ogr s.ph i c dat abaise? of mai- i t i me transport. An ope?n svstem which could give di versii ed data s h o u ] d b e c o n s t i t u t e d . The e? q u. i p f n e? n t t o b e a c q u i r e d , m u s t. have? the? capacity in order to in the? future fulfill the? following taskss -- affreightment of ships, - discharge? of cargo, - maritime activitie?ss tourism, - investment appraisals, - international conventions a d m i n i s t r a t i v e arc h i v e? V a c c D u n t a n c v / p e r ex o n n e? 1 This service can have the following structures HEAD OF SERVICE 1i DIVISION ; DIVISION OF I OF STATISTIC I STUDIES SETTLEMENT | FORECAST ------i L COLLECTION OF CODIFI DATA CATION In particular, this service have to elaborate: . statistics related to maritime transport . statistics related to marine personnel . studies related to the utilization of ships and demand forecast. The person responsible for statistic services reports to the head of the department of planning and to the head of department of commercial navigation. -27- C1-1 A. F=" “r E r~i J V RECDMMiENDATIONS AND PRO'-'DSED SCHEDULE FDR IMPLEMENTATION At this stage, it is clear that the idea is to comcmterize part o-f the? National Directorate of the Merchant Marine- This computer i z at i on will be in ste?p by step . The m :i. ) Creeatic?n of the Center of Information anci Documentation 1- 1) Introduction of cofi'iouters 2) Cr ee.t. i c)n of St. at i st i c Ser vi c es 2- 1) Inti^oducti on of compisters- T h e c r e? a t. i o n of t h e c; e? n t te r o f i n for" rn a t. i o n and d o c lA m e n t a t i o n m ls s t b e t h s; fir s t p r i o r i t y. I f i t fT.ijc^eeds , th i will le-ad the extension of c:omput er i z at i on to other services. as may be seen be;low, the process of implementation could take one year- S F-'05sible procsss of i mo 1 e/riEentati on ; Second semester . decision approving the 1990 introductions o-f computers . NDMM. „ publication o-f tender documents rsupply of computers •i, elaboration of software F i r s t s e m e s t e r’ 1 = i m p 1 e m e n t a t i o n o f 1991 ■ i of software » 1 . t r a i n i n q o f o e r s o n n e 1 I ' » system testing I 1 I . d e 1 i V e r y o f 69 a u. i o m e n t As it could be seen in previous chapters, the center could have two divisions; one for documentation another for i nf orm.at i on and ouhl i cat i on . The person in charge of the center would have to select two persons train them to organise documents-; ■ One of those persons could deal with 1 egi ssl ati on = This that legislation related to shipping in Hozambique means should be re-organized. The ^main source could be "Boletim da Reoublica", newspapers and documents -from international organ i z at i ons like IHO, UNCTAD, SADCC v.o which Mozambique is member and others publications to which the center could subscriber The international conventions should be organized taking into account those which have been ratified by the country and those which have not be?en rattified yet » The person in charge of technical information could have information from different sources including information from shipping companies and other sectors relai.ted to shipoing. Once introduced to the computer ,, any kind of information would become aivaiiable for miana^gers who would use it whenever neededr The time spent with the computers would c o r“ r e s p o n d o n 1 y t o t h e t i m e n e e d ed f o r Q i V i n g i t t h e? folio w i n g i n s t r i..i n s '1: i o n s; - add new information to the files. ”• eliminate or update old information. - sort files and keep them in the proper alphabeatic or n u m e r i c a 1 s e q u e n c e „ — d u p 1 i c a t e r e c C31" d s . — disiplav something from the file in' response to the u s e r ■ s r e o u e s t« IV.1 ORGANIZATION STRUCTURE By analysing of the duties of the services proposed, the functional separation of the reception/transmission channel of information is clear. The more important characteristic of Statistic S0r v'.i C6/S , will b£? the? QrB IV.2. OFFICE AUTONATION/COMPUTEFaZATION I am not willing to present the alternatives of cost. The costs may depend upon many factors. What I believe is more important before taking any decision, namely; 1. to know what functions to buy.; 2, to know how to save money; 3r to know the new requirements for manaaing change; 4, to know the? most possible about the view ahead. However,, I think that the new system must be d e 5 i Q n e d a n d d r e p ci r e a t o a u t o m a t i c a 1 1 y e e c u t e a .i, sta.tistic data colle?cted. Because of thsit,, this systs-jm has to be ''Dpen system" in or"der" to be abi e to treat w; ti'l Cl r e a t. f 1 e x i b i 1 i t y a n d s i m o 1 i c i t y t h e p r o c e d u r e s o f h a v i n q acceSis to i nf cjr mat i qn „ Th i Si i d ea wi 1 1 i nf 1 uen c e t he ways of st or i ng d at a = The .method of cjraani i ng a data base i *s related to the capacity of the future 'system, T h e S t a t i ss t i c S e r v i c e s should h a v e t w o s o u r c e s o f i nf or ms'.t i on s —One siou.rce which could be calls^d "Autne’ntic o; Credible”, could be received from sihippers at the end of a voyage. The basiic documents to be usi-ed are Cargo Declaration and the Map of Voyage, A second scjurce of i nf ormat. i o,n, which could be^ called "Prelimi nary" could be received from the shippers during or before the commencement of voyage. That information its not complete and less credible because it is temporary. The preliminary information,should be transmitted to the Statistic Services by telephone or by telex. After reception, that information can be introduced directly to the database. After recention of authentic information, the information received before, can be corrected and uo—dated and then it is possible to "close" the voyage and to p Lib 1 i sh t h e f i n a 1 in -f or mat i on , Before collecting information, it is necessary to create files.. The number and content of those files will depend on the information needed.. Three files at least it is necessary to creates 1. File of Ships 2. File of Voyage 3.. File of Scal. es. As regards the file of ships, it will store st.atic data.ihis means that it will have data which does not vary with the number of .move.ments of ships. To differentiate the content of those files, they can be classified accoi''ding to the contract formi: 1 . Sh i p s t h at ar- e privately or- p ub 1 i c 1 y own ed 2, Ch a r t. er ed sh i p s 2.1 Time charter 22 Ef a. r e b c a t c h a i -1. e r 2.31 Voyage charter Those files will have the following information; — Name of the shipj - FI ag - Registration - Trade inscription — Type of ship “ Year of constr"uc t. i oo “ B r o s s R B g « Ton s - Net RosgTons ~ TDW - Propulsion F'uel B, The file of voyagE^s The informa'tion in the file of voyages will dsjpend mainly on what is important to know, which information w i 1 1 b e u s ef u 1 f oi" e c: on om i c an a 1 y s e s « Ho we ver „ t h e f o 1 ] o w i n Q o r a a n i z a t ion c o u. ] d b e u s e f (j 1 » General Cargo Linen trade C o n t a 3 n e i z e d C a r q o Others L i c Li i d I::j i.i 1 k amp Dry Bulk General Cargo Others P a. s e e n q b r s The content of the file should be.' “ VQyage Cod e “ Registration -- F u e; 1 C D n s u m p t i o n - Fuel Suppled — Confere^ncB - Liner “ Crew — Number of Voyages - Duration Total miles C. File o-f scale The -file o-f scales will have the -follov^jing elements; . Code o-f Port-scale „ Day o-f arrival and departure . Miles performed . Ne; IV. 3 PFv’DCEDURES FOR DECISION MAKING In the earlier chapters, the ways as to how the information has to be organized was described. The computer is only a tool which can help in such tasks. However, what is more important, is to make decisions. Information can be well onsgasnized in standard wesys but without making decisions using that information, the organization is worthless. A management, in-formation system is o-ften a -federation o-f eKisting business computer data bases or -files on a network. with a switch to control. It is an aid to make cornple!-; decisions only s. manager can or should make. Good managers seem to have all the information they need to make the? right decisions. Experiences of many managers and organizations that, have gone into the developmental implementation of management information systems show that: , information should guide, not manage people? . people should manage information systems and that they have^ to get along with one ancjther. The design of an integrated information system must be d r i V e n b y m a n a g e m e n t n e ca d s . - What i nf D!'"mat i‘on is needed in order 'to make s t r a. 'b E? g i c d e c i s i o n s ? — Where aind from whom does this information come':-' -- W i'"i o r e D o r t s t o w! h o m '7 - What f Linct i ons does t.h i s report i ng represE?nt? - what internal and ext carnal daita. sourc6?s can shared among staff and managers? -- What periodic repcsrts and memoranda flow between reporting stations? What correspondent, decisions, opinions, suggestions, data summaries etc, are flowing between these reporting stations? CONCLUSION Automated Management; -fact, -fiction or -future? " The President of one of the largest computer corporation enjoyed shocking his colleagues by announcing that he never used a computer. Imagine this is a manaigement world where a certain amount of prestige can be cornered by parading your experienced use of computer and data base in decision making, phrases such as "decision support system", artificial intelligence" or "ccjmputeri zed" or "computerized ManaigE^rnent" This P r - e s i d e n t d r e w rii a ri y d o u b 1 e t a k e s from his f e 1 1 o w executives and a certain amount of dismay from his sta\ff. B u t p e o p 1 e i n e a 1 i t y k n e w t h a t F--' r e s i d e n t c: o u 1 d u s e 'the^ combu.-ter better than almost anyone of his col le?agues and if o n e 1 o o F; e d a t t h e r e c o r d of hi s c o m p a n y , a g r e a t deal] better than anyone in the industry. Of course he die not, himself sit at a terminal. {-jg asked -the correct quE?stions of those who did sit. a't computer terminals. He knew wFiat kinds oi- analysers his information system could produce.. was very well aware of what was available in the data\ bases, he had requesiiesd to be established. He could precisely develop "what if" auestions tha'c kept his staff busy with the computers and the information management system,providing him the information he needed to make the important decisions requested of him. In short, he was an expert in the use of computers in management. He knew the limitations and the benefits of automated management a^nd he knew how to play these pros and cons very, well . That is why he was president of IBM ! This means that to automate or integrate an office is easy, to comouter i e the information system is earsy too,, taut it is not possible to computerize management» Management remains an art and a science. Manage^ment science is like behavioral science; an early very early stetge in the codification of human processes. What every executive wants is to avoid the unexpected. It is possible to do this by having the information at the fingertips to be able to deal with the ine?vi table surprises in the most efficient way. The way to do this is to have the information house in order. C i-i Ipfe F” “T F£ F: CONCLUSIONS AND FINAL REMARKS What I have said so far, is how the implementation o-f a system, which can assist managers in making decisions should-be important for the National Directorate D-f the Merchant Marine. However, in doing so,it is necessary to understand the i mpl i ca.ti ons on the? organ i 2 at i ons having this system.. A management, dejcision system is aimed at. direct support, o f m a n a g e r s r e s p o n si b 1 e for dec i s i o n m a k i n g in t .h e ongan i z at i o.n . Thev have to aiccept. the necessities to use n e w t e c h n o 1 o g y . than it is necessary to car'^y out a specific study. T h a t s t u d y w h i c h c a n b e .cal 1 e .d s y s t e m a n a 1 y s is c o u 1 d start with this paoer. What should be important as ne>;t step is to follow t h e -f o .1 1 o w i n g r e q u. ire m e n t s; 1) Determination of requirements„ -Tn this phase, it is necessary to .make de?taiie?a i n V e s t i q a t i o ns. I n t h e s e i r; v e s t i g a t i o n s m a ri y qup;st i ons have to be answered concerning organisation. The questions are in general; — What, is being done and how? - How frequently does it occur and how great is the volume? — How well is the task being performed? 2) Development o-f a prototype system - It will prcjvide preliminary irrformation about the work ab 11 i t v of the concept■ 3) Design of the system 4) Development of software 5) System testing 6) Imp1ement ation . Whe^n this stage is achieved or when the system personnel check out. and piut new equipment into use, other tasks have to be' fulfil led » fhos-e t,askS' are dE?scribeo below, Training, One of the more? de?licate? problemiS when new technology i s i n t r o d u c e d i s t r' a i n i n g . When new technology is purchased, it is also necessary to purchase trai.ninq,, It is necessar'v to include in this trainino the personnel who will be supervising workers as; well as the workers thernsel voss r It is; impootant to take into account that in order to m a n a g e c o m m u n i c a t i o n t e c h n o 1 o g i e s r t r a i n :i n g h a s t o b e managed as wel1= . - The training must be planned. Before starting training it is necessary to observe the following elements; 1) Choosing a source of training 2) Selecting and motivating workers for training 40 3) Ensur-ing effective follow-through training. There are several ways to train workers. They can be trained through; — Manuals, self instructions guides, - Training packages, — Vendor workshops or short courses — Outside schools or commercial1y available short courses etc,. Supposing that the source chosen is "training Packages". In thisi case it is important to know very well what it consists of which maiterials will be necessary and where to get them. It could be got in vendor referrals, newsoaper advertisements, yel.\ow pages, communication technology D er i odica1s etc. The advantages are the costs. The costs may be less than purchasing "live" i ns-tr uct i on . There would also be t h e D o s 5 i b i 1 i t. y t. o review in s t r u c t i o n a 1 m a t e r i a 1 s . B u t, t h B r e r e a 1 s o d i, s a d v a n t a g e s . It will be necessary to still have some supervision of the i n s t r u c t o r s a n d p e r" h a p s t h e m a t e r i a I s .m a y n o t f i t B D e c; i -f i c needs, a n d b e c a u s e o f t h a t , i t i s n e c: e s s a r y t o check the quality. On the other hand, it is necessary to traiin the managers as well. The ways which must be used for training (nanagers are different from the ways to train wcr kers. It is important to carefully look at the sources. 41 CONCLUSION Computers are resources that have made it possible -for managers to organixce, analyze, and use information in more powerful ways„ Through its input-output stations, a computing system acts as a fast and flexible controller for the routing, labeling, and transmission of information and instructions. In its memories it can be k e e p—a n d can a 1 s o f i n d a n d c h a n g e a s i n s t r u c t. e d—t h o u s a n d s or millions of pieces of information that would take acres 't o store Sind years to Id cate an d usse if kep t on p-aper. Computers; are st i !1 1 ex pens; ve as toolsi; or as; to vs,; i n am erai whe n the C Dst. cxf mc!st things-.; hai's risen, they wi 1 1 do a thousand 'C 1 fHBS more f or the money now than t did in 1950, It is; taU:'ing time to get used to computers. People have reisisted them> becaiusse thes^ were; hai"d to undersTvand and hard to rnacke work , Tney have, in fe?w csise, been festred becausse sseemed to challenge man’s':- role as 'thinKer ana ciBC i si;i on—ma'.ker , THg computers, though, is; he;re to stay; as; the nerve center of information networks in the organization^ as the che;erful and spee;dv execu'^.or of all scjr'ts of routine information processing; and as a partner to the thinking manager in many kinds of problem-solving and decision making activities. BIBLOGRAPHY Constitution o-f the Pbof)1b-’s Republic o-f Mosambique Bulding expert systems - by Frederick hayes Building decision support syste-jms - by Bennet,J.C„ (editor) The executive's to guide i n-f ormat i on technology by Frederick Williams, Herbert S. Dordick ihe organ i s at i onal World -• by harold J. Leavitt, William F;, Di 11 , Henrv' Br Evring Ex t ab 1 i sment/Admi ni strati on o-f Maritime Af-feirs with p art i cu 1 ar r e-f er nce t o deve 1 op i n g c oun t i es -- by P , S „ 'vanchi swar Comnuters-Assisted decision making - by P. Jedrcejowi Hand out, Pro-F , P, Hussen New Africa Yearbook, 19BB. The railways, ports and major roads of Southern Africa UGANDA KENYA Scale 1 20 000 000 Chapter One SADCC Transport Corridors n March 1988, four truckloads of steel trundled into Co-ordination Conference (SADCC) - made up of Zim IMaputo along the Limpopo railway which links babwe, Zambia, Tanzania, Botswana, Lesotho, Swazi Zimbabwe with Mozambique’s port capital. For four land, Mozambique, Angola and Malawi - set out to years they had been stranded on the way due to reverse this situation. Its policy was that "without the es continuous sabotage by the South African-backed tablishment of an adequate regional transport and com Mozambique National Resistance Movement (Renamo munications system, other areas of co-operation become or MNR) rebels. The trucks’ arrival signalled the impractical." Though in general it adopted loose struc re-opening of an almost forgotten route, another victory tures in areas of co-operation, SADCC made sure to set for recent vigorous initiatives to restore Southern up a permanent commission to oversee the crucial trans Africa’s natural u-ade routes by combining international port sector; the Southern African Transport and Com finance and local initiative. munications Commission (S ATCC) with headquarters in A map of Southern African transport routes and a table Maputo (see Annex 1.1). of distances from the region’s capital cities to the main Unlike many other parts of Africa, the SADCC region ports (Table 1.1) shows clearly that the ports of Tanza is well endowed with basic transport infrastructure - some nia, Angola and Mozambique are closest for all the 12,5(X) km of railway in all. The challenge was therefore Southern African countries apart from Lesotho, whose not so much to create as to rehabilitate roads, railways overseas trade is minimal, and Botswana, though only in and ports battered by a decade of war, poor management some cases. and neglect. Yet by mid-1980, largely because of South African- Never before has so much attention been paid to trans sponsored rebel activity in Mozambique and Angola, port in the region. Elsewhere in Africa aid may be drying coupled with poor maintenance and management along up, but SADCC has managed to raise 40.2% of the the Tazara line linking Zambia with Tanzania, fully half S2,818.3m it seeks for the five main transport systems to the region’s traffic was moving through South African the ports of Beira, Dar es Salaam, Maputo, Nacala and ports. Lobito (see Table 1.2). It achieved this in part by playing Formed in 1980, the Southern African Development on the consciences of Western nations which hesitate to Table 1.1 Railway distances to major ports (km) ______SADCC______South A frica Dar Beira Maputo Lobito Nacala Durban E London ZAMBIA Lusaka 2,045 2,026 2,035 2,679 2,812 3,116 Ndola 1,993 2,334 2353 2,361 3,130 3,434 ZIMBABWE Harare 698 1,178 2,077 2,404 Bulawayo 1,181 1,061 1,859 1,921 BOTSWANA Frandstown 1,377 1,257 1,663 1,725 Gaborone 1,813 1,693* 1,409 1,289 MALAWI Blamyrc 567 840 3,342 3,669 SOUTH AFRICA Johannesburg 636 777 1,016 • Distance via Bulawayo; the distance via Johanesburg is 1,268 km. Source: SADCC, Progress Projects and Prospects Special Report No. 182 by Joseph Hanlon, Economist Intelligence Unit, London. 2 The SADCC Ports Handbook Table 1.2 Summary of costs and funding for the five main SADCC transport corridors (All amounts in $ million) Funding under No. of Project Costs Securerl Funding Negotiation Funding Gap Project Type Projects ToUl Foreign Local Total % ToUl % Total % Maputo Port Transprtrt System Projects 19 758.1 639.1 119.0 21X9 28 10.0 1 535.2 71 Beira Port Transport System Projects 5 614.6 574.6 40.0 257.8 42 90.1 15 266.7 43 Nacala Port Transport System Projects 4 277.9 234.2 43.7 261.1 94 0.0 0 16.8 6 Dar es Salaam Port Transport System Projects 6 601.2 520.8 80.4 369.9 62 47.6 8 183.7 30 Lobito Port Transprrrt System Projects 5 566.5 560.4 6.1 30.1 5 0.0 0.0 536.4 95 00 n TOTAL 39 2429.1 289.2 1,131.8 402 147.7 S2 1,686.5 59.8 take stronger measures against South Africa. Overall, will rise from zero to one million tonnes. If funding for SADCC’s efforts have started to pay off, particularly the project’s second phase is secured - it was still being where security problems have not been a major hind finalist in the second half of 1988, following a mid-year rance. donors’ conference - volumes will rise still more. S ATCC Since 1986, international attention has focused is also seeking funds to rehabilitate the Goba line linking sharply on Mozambique’s port of Beira. This, cbupled Maputo to Swaziland, which is crippled both by security with military protection provided by the Zimbabwean and technical problems. army, enabled its throughput to increase from 1.33m ton Meanwhile, in one of Southern Africa’s many para nes in 1986 to 1.94m tonnes in 1987, mainly as a result doxes, there are signs that businessmen in the northern of rising volumes of Zimbabwean cargo (see Table 1.3). Transvaal, who used to send some six to seven million By the second half of 1988 Zimbabwe was sending tonnes of cargo a year through Maputo, would like to see roughly 35% of its overseas trade through the port. the port functioning again. One of Africa’s finest ports, Major developments have also taken place along the Maputo could, with very little work on its infrastructure, Tazara railway - the only SADCC corridor which fac« begin handling eight million tonnes of cargo virtually no security threat at the moment - and at the port of Dar overnighL es Salaam, which handled 2.2m tonnes of dry cargo in Similarly, Nacala is one of the finest deepwater ports 1987, compared with 1.73m tonnes the year before. Most in Africa, and has already undergone major rehabilita of the increase represents rediverted Zambian cargo, tion. It could at present handle up to two million tonnes which had sunk to alx)ut 30% of its total trade. Curren of cargo, including virtually all Malawi’s imports and ex tly, 80% of Zambia’s exports, mostly copper, and 45% of ports. However, work on the railway has been tempo its imports pass through Dar es Salaam. rarily suspended for security reasons. Malawi now .spends 40% of its export earnings on Finally, despite the tremendous security problems in transporting goods to South African ports by road, be war-ravaged Angola, SADCC is planning a major donor cause Rename reguliuly sabotages the lines linking it conference in early 1989 to raise over S500m to rehabili with Nacala and Beira. So it is also a potential user of Dar tate the Benguela railway to the Angolan port of Lobito. es Salaam port, which it can reach by the complex lake, road and rail route which SADCC terms the "Northern Table 1.3 Corridor". At 2.17m tonnes, the 1987 throughput of SADCC cargo in Maputo port remained well below capacity. Also for security reasons, traffic through Nacala and Lobito SADCC traffic through ports was negligible. SADCC ports (mUUontonnes) Yet according to preliminary estimates, a total of 6.85m tonnes of SADCC cargo passed through SADCC 1981 1985 1986 1987’ ports in 1987. While this is down on 1981 (seeTable 1.3), Maputo^ 3.45 2.19 1.86 2.17 it nonetheIe.ss repre.scnicd 63% of the region’s total over Beira ' 1.66 1.4 1.33 1.94 seas U'ade of 10.2m tonnes. Nacala 0.78 0.20 0.22 0.28 Between 1989 and 1992, further rehabilitation of Dares Salaam^ 1.94 1.3 1.73 2.21 0.25 Beira and Dar es Salaam p>orts is likely to boost capacity Lobito 0.40 0.26 0.25 by three to four million tonnes. Similarly, the capacity of TOTAL 8X3 535 539 6.85 Tanzania’s smaller soiuhern ports could be brosted to ’ Preliminary figures one million tonnes, with possible benefits for Malawi if ^ Figures exclude South African traffic through the pon of Maputo the road linking it widi Mtwara is upgraded. ^ Dry cargo only When phase one ol the Limpopo Corridor project is Source: CFM, Maputo; Tanzania Harbour Authority, Dar es completed, linking Zimbabwe with Maputo, Zimbab Salaam; S ATCC, Maputo. wean cargo volumes along the southern route to Maputo JTimiUUUUB. The port theoreUcally has a capacity of 3.6m tonnes. Des private British security firm Defence Systems Ltd pite frequent attacks by rebel leader Jonas Savimbi’s (DSL) to train Mozambican troops guarding the Nacala Unita movement, the line is carrying domestic cargo corridor. Using DSL to develop security for the Goba line again after almost a decade of disuse. Its rehabilitation to linking Maputo with South Africa is also under consider carry export cargoes is considered technically possible, ation. and would provide another option for Zambia, as well as Although uncertainty still surrounds the routes lead being of major benefit to Zaire. ing to the Mozambican ports of Nacala and Maputo, sol All in all, SADCC ports will have the capacity to utions will probably be found on an ad hoc basis. handle volumes well in excess of the region’s total over Similarly, SAEXTC recognises that any efforts to revive seas trade within the next three to five years. Whether this the Benguela railway must deal with the security prob will actually lead to transport self-sufficiency for the re lem, possibly by means of an understanding with UNITA gion depends on a number of factors. brokered by the Americans. The key factor, of course, is security. But security is by no means the only issue that must In November 1988, agreement was reached between be dealt with. Mozambican port officials, for example, Angola, Cuba, the US and South Africa over a timetable have charged that Zimbabwean businessmen refuse to for the withdrawal of Cuban troops and a formula for use the port of Beira because of their attachment to South Namibia’s mdependence. Unita had not participated in Africa. the negotiations and threatened to continue fighting. And As a recently completed SATCC study on shipping although South Africa had withdrawn its troops from An and forwarding in the region notes: "Attracting goods gola, it and the US continued to provide support and sup from the landlocked countries through Mozambique and plies to Unita and this rebel movement’s continued Tanzania is a matter of competing with an extremely ef war-mongering remained unresolved. ficient alternative, that of the Republic of South Africa, At the same time, Mozambique’s President Joacquim at least as long as the borders of that country are still open. Chissano, caught in a seemingly endless war of destabili The fact that transportation through RSA is on average sation, renewed high-level dialogue with South Africa more expensive than through Tanzania and Mozambique and met with President Botha at Cahora Bassa dam in is a premium that most clients in the inland appear to ac September 1988. Agreement was reached on rehabilita cept in exchange for gurantees of timely delivery.... tion and security measures for the powerline to South Af Sophisticated transport equipment and techniques prove rica, for which South Africa was even going to provide futile unless supported by corresponding paperwork and non-lethal equipment for Mozambique’s troops. commercial service." Whether these agreements would lead to lasting peace SATCC is acutely aware of this problem. In its 1986- was still uncertain, but it seemed clear that terrorist 87 report, the commission states that "parallel with these activity, including sabotage of transport routes, would increases in the physical capacity of ports and railways, continue for the foreseeable future in the two emphasis is also being given to improving management ex-Portuguese colonies. It was likely that Botha’ssudden and support services." flurry of diplomacy was determined more by the need to According to figures for January 1988, almost half the outshine the growing opposition he was facing at home money required for SATCC operational and training pro than by any true commitment to regional peace. Regional jects ($56.2m) had been raised (see Annex 1.2), with sub stability remained subject to the whims of white politics stantial amounts already allocated for management in South Africa. assistance to the Mozambican ports. The SATCC study mentioned above, while noting the "excellent skills and ability to offer service to the SADCC Security a priority region by the two main shipping services in the SATCC" - Manica and AMI - recommends that greater use be Meanwhile, however, work on rehabilitating some trans made of clearing and forwarding agents in member- port systems continued while more was planned. Security is a priority for SADCC transport projects. On the east states, and proposes that a transport information bureau be established in inland countries. coast, the burden of securing Mozambique’s railway lines will continue to be shared by the Mozambican, Zim The port authorities, too, have recently been adopting babwean, Malawian and Tanzanian armed forces de- a more businesslike and aggressive marketing approach. Evidence of this was the visit in 1987 by Tanzania har _,^oyed there. Securing the lines of communication througlmozarnbiquB^dJLptobafely^ top priority bour authority officials to Zimbabwe and Botswana, and for these countries. The nud-1^88^fl«5rnZimbabwe’s numerous marketing trips, both overseas and within the involvement in i»otecting the Limpopo line were part of region, by officials of Mozambique’s Caminhos de Fer this policy. Moves to open the Nacala line, too, are like ros de Mocambique (CFM). ly to involve the Malawian and Tanzanian forces sta Given a sustained drive to improve the region’s port tioned in the north. networks both physically and operationally, officials Increasingly, however. Western donor governments ^gue that the last ingredient needed to make them viable are beginning to perceive that dteir interests are not is for businessmen, governments and aid agencies to start ^rved by pouring aid into massive infrastructural pro making use of the facilities. "What we are saying," says jects, only to watch them blown up again. Thus Britain, Eddie Cross, managing director of the Zimbabwe-based for example, is training Mozambican utxips to guard the Beira Corridor Group, "is don’t sit on the sidelines and Limpopo corridor. A recent development is the use of the snipe. Come down on the playing field and help us play the game.” 4 The SADCC Ports Handbook Annex 1.1 SATCC organisation The basic organisational structure of SATCC consists of: (a) A Committee of Ministers; (b) A Co-ordinating Committee of Senior Officials; and (c) A Technical Unit (TU) The SATCC Technical Unit, the Commission’s secretariat working under the responsibility of the chairman of the SATCC Co ordinating Committee, has until recently, been wholly staffed by technical assistance personnel from the Nordic countries and, to a lesser extent, from Italy. In the past couple of years the work-load of the Technical Unit has been growing r^idly, particularly in relation to operational co-ordination, jyeparation of documentation for studies, projects and meetings, and increasing demand for information and advice from orgaiusations, institutions and individuals from inside and outside the region. While this has put a heavy pressure on the capacity of the Unit, it is seen as a positive sign of increasing recognition of the Comnussion’s central role and competence as a focal point in the co-ordination of the transport and communications sector in the region. Consequently, the SATCC Technical Unit has been strengthened. Regionalisation of the professional staff of the Unit was started with the appointment of a Zambian telecoimnuiucations expert as an ITU representative. The esublishmcnt of a SATCC Documentation System started in 1986. It is a computerised referral system containing bibliographical and project databases. Databases on transport, telecommunications and postal statistics are being established, as parts of the Information and Documentation System. The system is housed at SATCC Headquarters in Maputo, for the benefit of the Technical Unit, member-states and working groups in all SATCC sub-sectors. To ensure a regular flow of inpnits and outputs between the system and member-states, a network comprising one liaison officer from each country has been created. A regional documentation expert is at present being recruited in order to ensure appropriate manning of the system. The S ATCC’s operational co-ordination work aims at • Improvement of capabilities in the member-states to manage, operate and maintain their transport and communications systems and facilities. • Elimination of institutional obstacles to the movement of traffic in the region, including harmonisation of standards, rules and regulations. • Promotion of bi- and multilateral agreements on operations. • Actions related to routing of traffic through regional ports. • Co-operation between airlines. • Increasing utilisation of regional resources and When it comes to overseas exports: know-how. This work is a vital complement to the capital investment projects. While the investment projects aim at rehabilitation Unitised, and improvement of the physical infrastructure and facilities, the purpose of the operational co-ordination activities is to palletised, ensure the efficient operation and use of those facilities. Specific objectives and programmes have been defined for this work in each transport mode and sub-sector. containerised For the direction and co-ordination of this work, working groups consisting of representatives of all member-states hav e been established and are meeting on a regular basis in the or otherwise... following fields; 1. Road Infrastructure we are 2. Road Traffic Transport 3. Railway Administration specialised! 4. Civil Aviation Administrations Door to door to 5. N ational Airlines ^ Annex 12 Operational and training projects relating to transport (munonuss) Cost Secured Operational CoKirdInation Development Programme Road infnstiuctuic 0.5 0.5 Road traffic and transport 1.1 1.1 Railway administration 0.8 0.8 Port administration 0.6 0.6 Transit transport project 4.8 1.3 Regional co-operation in shipping 0.6 0.2 TOTAL 8.4 4S Training Development Programme Road traffic and transport training study 0.2 0.2 Snidy on railway training programme 1.6 1.6 Devdopment of railway training regional, 8.6 0.0 Devdopment of railway training in Mozambique 25.3 17.9 Port school Lobito, Angola 5.3 0.0 Pott staff training instimte Mozambique 6.8 6.8 TOTAL 47.8 26.5 Source: SATCC, January 1988 o Any type or size of bag from 25kg. □ to 2 tonnes. With our MOPACK mobile bagging system we can handle almost any type of bulk commodity efficiently and economically at any port in the world. Current bagging capacity 2 million tonnes per annum We can bag on board ship, pontoon, or quay using our own unique off loading equipment specially designed to suit each type of cargo. FROM SHIP TO SHORE. TRUCK OR BARGE IN MINUTES-ANYWHERE Full details from: NECTAR SHIPPING k PROJECTS LTD. England. Mr Daniel Greenin Mr Ken Snow Telephone 0700 730277 Telex 917445 NECTAR PROJECTS INC. Washington. D.C. Mr Gerard Nederpei Telephone (703) 2431212 Telex 312927 6 The SADCC Ports Handbook Annex 1.3 SADCC railways: contacts Swaziland Railway S S Coates, Chief Executive Officer Malawi Railways P 0 Box 475, Mbabane, SWAZILAND N M Mwaungulu, Chief Technical Adviser Telex: 0964-2053 P 0 Box 2110, Blaniyre, MALAWI Telex: 0904^305 UNCTAD MI Direccao Nacional dos Portos e Caminhos de Ferro (DNPCF) P T K Nasulu, Acting General Manager F F Mendes, National Director of Ports and Railways P O Box 5144, Limbc, MALAWI C P 276, Maputo, MOZAMBIQUE Telex: 09044810 MARLAYS MI Telex: 30151/5 National Railways of Zimbabwe (NRZ) Ministry of Works and Communications J Avery, General Manager C M Leicaukau, Permanent Secretary P O Box 596, Bulawayo, ZIMBABWE Private Bag 007, Gaborone, BOTSWANA Telex: 0907-3173 NRZZW Telex: 0962-2743 WORKS BD Zambia Railways Caminhos de Ferro de Benguela E M Hachipuka, Managing Director Cleofas Silinge, General Manager P O Box 80935, Kabwe, ZAMBIA C P 32, Benguela-Lobito, ANGOLA Telex: 0902-81230/81000 Telex: 0991-8253 TAZARA Caminhos de Ferro de Angola S CI Mapara, General Manager Arlindo Sousa e Silva, National Director of Railways P 0 Box 2834, Dar es Salaam, TANZANIA P 0 Box 1250c, Luanda, ANGOLA Telex: 41059; Telephone: 64191/5 Telex: 0991-3224; Telephone: 70061 INTERNATIONAL FREIGHTERS LTD. Box 84358 Mombasa Tel: 316891/2 Cables; INFREIGHT Telex: 21113 INFREIGHT Effective, Efficient and Reliable in: Clearing & Forwarding # Ship Chartering Warehousing • Shipping • Transportation Import & Export We also specialise in the Export of Tea and Cashewnuts Chapter T wo The Maputo Port Transport System he Maputo port transport system is undoubtedly the and eastern Transvaal province. Maputo is also the clo Tmost important of SADCC’s five main transport sest port to Swaziland and southern Zimbabwe. Although arteries. As Mozambique’s capital and main port, it it is much further from Harare than Mozambique’s north houses the headquarters of SATCC and that of ern port of Beira, a decade ago Maputo was the preferred Mozambique’s railway corporation, CFM (see Annex port option for the whole of Zimbabwe because of the 2.1). variety of handling facilities it offered. It is also an ad More important, it is the only port in the region where, vantage that the Limpopo railway crosses easier terrain with minimal effort, throughput can be virtually quad than the Machipanda-Beira line. The Limpopo line, rupled overnight - given security on its main access through its link to Bulawayo, also connects Maputo with routes. As one transport source puts it, it’s a system "vi the Zambia, Zaire and Botswana railway systems. brating and waiting to go." At its operational peak in 1974, Maputo handled over Maputo is also the only port in the SADCC network 10m tonnes per annum (tpa) of cargo, and, after Durban, in whose efficient operation South Africa has a vested was the second-largest port in Africa. Then its decline economic interest. This fact generates a series of para began. Soon after Mozambique became independent in doxes; SADCC and South African-sponsored work in the 1975, it closed its border with white minority-ruled port often overlap, while, ironically, the parastatal South Rhodesia, cutting off 2m tpa cargo from Maputo. As African Transport Services (S ATS) frequently has to re Table 1.1 shows, traffic increased briefly after Zimbabwe pair damage caused by South African-backed Renamo became independent in 1980, although it never exceeded rebels. Im tpa. By 1984, the route had been closed altogether as That powerful economic interests in South Africa do a result of Renamo attacks. What Zimbabwean cargo want Maputo, unlike any other SADCC port, to function does come through (396,000 tonnes in 1987) passes via properly may offer strong hope for its future. Beit Bridge and Komatipoort, then north to Maputo via Economically, it is the most viable harbour for the im the Ressano Garcia line. ports and exports of most of South Africa’s rich northern Swaziland’s traffic was down from Im tonnes to half Table 1.1 Maputo port traffic 1980-87 1980 1981 1982 1983 1984 1985 1986 1987 TOTAL 7,603,500 6,431,200 6,286,000 4,085,000 3,072,600 2,745,900 2,478,400 2,650,100 Cabotage in 130,700 220,000 343,600 358,300 189,700 80,400 104,300 198,300 out 106,300 256.400 297,500 165,100 119,900 70,400 86,500 148,700 Mozambique exports 440,400 270,100 317,000 124.300 108,300 42,400 84,100 81,700 Mozambique imports 1,612,500 1,202,900 1,309,400 894,400 803,500 915.900 740,300 759,700 Transit exports South Africa 2,345,800 2,002,100 1,533,000 1,032,400 604,400 555,300 617,000 457,800 Swa2dland 1,255,600 683,400 673,100 551,000 514,600 600,600 503,900 585,000 Zimbabwe 164,000 366.900 501.800 305.400 337,000 362,000 311,500 396,600 Malawi ------■ 400 Others 41,500 31,800 6,700 - - 3,800 - Transit Imports South Africa 1,406,900 978,400 902.100 479,600 180,900 32,200 2,000 21.900 Swaziland 65,000 41,700 75,700 24,000 9,900 ' 600 300 - Zimbabwe 30,300 370,000 323,400 149,100 190,500 41,500 700 - Malawi ------Others 4,500 7,500 2,700 1,400 13,900 40,800 27,800 - Sourte; CFM Maputo 8 The SADCC Ports Handbook CFM commercialisation drive Tn addition lo the security problems which have led to a major loss of traffic for Mozambique, the contract rates lintroduced between 1984 and 1986 for shippers in Zimbabwe and Malawi reduced rates to South African ports by one-half of those for the Mozambican routes. Although SATS argued that it was introducing these rate-cutting packages because it faced growing competition from road transport internally, and therefore h^ to find new ways of regaining traffic, the move was seen within SADCC as part of South Africa’s overall destabilisation pobey. However, as part of its efforts to revitabse the transport systems of Mozambique, the CFM, through its newly es tablished commercial department, has started negotiating contracts with clients who will guarantee mmimum vol umes and by mid-1988 had concluded over 20 major deals. CFM has established offices in Zimbabwe, M^wi and Swaziland (see Annex 2.1 for addresses) and restructured tariffs to make them more competitive and flexible. On 1 July 1986, the CFM introduced a new container tariff which consolidated previous ad valorem based charges. The new rates apply both to import and export containers (in contrast to Tanzania and South Africa, where irnport con tainers are charged twice the export rate) in an effort to eliminate the difference between traffic coming in and that going out. Even with the discounts offered by SATS, the Mozambican ports are now a far more competiuve opuon for the SADCC countries closest to them. that in 1987, a result of Rename attacks coupled with the agent, "is going to be our salvation." poor condition of the Goba line. Most Swaziland cargo A study of the Goba line, too, is now complete. Apart now takes the longer route to South Africa’s Richards from the usual security problems, it is also in a precarious Bay port, while some of the rest now reaches Maputo via mechanical state. Through SADCC, funds are being sought to refurbish it, and discussions continued in the Komatipoort Even the Rcssano Garcia bne, which bnks South Af second half of 1988 on how to secure it against sabotage. rica with Maputo, is constantly under Rename seige. It was out of operation almost 50% of the time during the first half of 1988. This, combined with a debberate South South African involvement African "sanctions" policy against Maputo after SADCC Evidence of renewed South African interest in Maputo was formed in 1980, caused South African cargo volumes through Maputo to plummet from peaks of between 6m port is another development that gives grounds for cau tious optimism. After the 1984 Nkomati Accord, the to 7m tpa in the 1970s toapaltry479,700 tonnes in 1987. South African government sponsored preparation of a In that year the porthandled a mere 2.65m tonnes of cargo S75m master plan for the port by a Johannesburg com all told - about 25% of its capacity. What has changed since then? Indeed, quite a few fac pany of engineers and project managers, Techni Multi discipline Services (TMS). tors. Using a R2.48m South African government soft loan In 1987 Mozambique embarked on an IMF-sponsored to Mozambique, TMS has completed phase one of the economic reform programme which aimed to correct plan. Starting in June 1987, it refurbished two of the six some of the major distortions in its ailing economy, while speciabsed handling facilities and a general cargo berth. emphasising the role of the market. Reviving the trans The company was scheduled to embark on the R3m- port sector - which once provided one-third of the worth second phase in mid-1988, which involves mana country’s foreign exchange earnings - was recognised as ging the refurbished facilities. a key element. A key question for the Maputo port system and for So the CFM, which runs Mozambique’s railways and Mozambique as a whole is, of course, what South Afri ports, embarked on an aggressive marketing campaign. ca’s intentions are; destabibsation as usual, or decreased It has come up with rate-cutting packages to ensure that disruptive activity? One theory has it that, now that the Mozambique’s ports arc competitive, and has opened of threat of international sanctions is increasingly becoming fices in all key SADCC countries (see Annex 2.1). "We can and will offer a commercial service," says Ferreira a reality. South Africa may wish to develop Maputo as a Mcndcs, CFM national director of ports and railways. sanctions-busting route. Such longer-term factors aside, there are also more im In addition, the port receives substantial financial as mediate economic imperatives. "You must remember sistance from South Africa and Western donors for its that it is a free enier{ffise system (in South Africa)," ^ys specialised handling facilities and marine services. Pretoria’s deputy trade representative in Maputo, Timo Thanks to Italian and British funding through SADCC, Beukes. "If I’m a businessman, a coal mine owner in the port now bo;i.st.s the most modem and efficirait con Messina, northern Transvaal, why would I send my coal tainer terminal in Southern Africa. One of SAEXrC's Maputo port projects, the rehabili down to Durban, at double the price?" The benefits cut both ways, as Mendes agrees. Our tation of the Limpopo line, is finely showing signs of policy is to maintain and attract business to Maputo. If life. By mid-1988, after the project’s first phase, it could we get more South African exporters and impxjrters, it carry a train a day in each direction. The target is five would help us economically, it would be cheaper for the trains a day. This depends on the second phase of reha South Africans, and it would go some way towards fos bilitation succeeding - and, of course, on adequate se tering good neighbourliness," he says. curity arrangements. Because the loans for TMS’s work on port facilities The Limpopo corridor, in the words of one freight The sADCC'i'orts'tianaDooK operate on a rebate basis, increased traffic from South Af rica is essential before any work on the next two phases Access routes (which aim to raise throughput over a five-year period to 8m qja) can begin. Three 1,067-mm guage railway lines and two roads make "We are in a chicken-and-egg situation right now," up the port’s main surface access routes, which are says Don Renaud, TMS construction manager in Mapu described in detail below. to. "They won ’ t send the traffic because the line has a bad record, and we can’t improve the record if they don’t send Zimbabwe-Ma puto the traffic." Officially, South AMca denies aiding Renamo. How This line, known as the Limpopo Corridor, is 538 km ever, as in the case of the Cahora Bassa hydroelectric long, stretching from Chicualacuala on the Zimbabwe power scheme, it is generally accepted that Pretoria has border along the banks of the Limpopo river to Maputo the power to improve the security situation along the Ko- (see general mtq), Chtqtter One). Because the gradient matipoort access route. This is an issue which has no and curvature are not severe, its maximum trainload is doubt featured prominently in the talks between Chissa- much higher than that on the Beira-Ma:hipanda line. no and Botha. For its part, the CFM has indicated its Transit traffic carried to Maputo via the Limpopo Cor desire to improve conditions by introducing a specially ridor at its peak in the early 1970s, when the line handled trained "railway police force" along the route. up to 2m qja, was a valuable source of foreign exchange Meanwhile, any analysis of developments along the for Mozambique. Strategically, too, the route is import Maputo port transport system has to take into account ant because it links Mtqjuto with Zambia, 2^ire and Bot both the SADCC and the South African plan (sum swana. marised in Annexes 2.2 and 2.3). But after 1984 traffic ceased and the line died. With By far the lion’s share of the SADCC budget of its first rehabilitation phase completed by mid-1988, it $758.Im for the Maputo system is allocated to road and was possible for trains to pass along it, although at very rail access routes. (A number of these involve roads and low speeds. railways in Lesotho and Botswana which are only indi A donors’ conference was held in Maputo at the end rectly relevant to the overall plan, but which are classi of July 1988, at which firm pledges of $60m were secured fied as part of the Maputo system for convenience.) for the second phase of rehabilitation. The SADCC programme considers the Komatipoort route to be in fairly good physical shape and concentrates on the Limpopo route, the Goba route, the road linking Phase One Swaziland with Maputo, as well as proposals for a road to link Zimbabwe with Maputo. Work on the first phase of rehabilitating the line started The South African master plan, in contrast, does not in August 1986, with funding from the British ODA budget at all for a:cess routes outside the port, except for ($25m) and local costs equivalent to $2m being met by the Mozambique government. The project was im that through Swaziland. While the SAEXTC programme hopes to raise S121m for the port itself, some 75% of that plemented by the Brigada de Melhoramentos do Sul (BMS), a branch of CFM south under engineer Pedro (S89m) is to be used to increase the capacity of the Ma- Figureueredo, former head of SATCC. tola coal terminal to 7m tonnes. The success of these pro Technical assistance was provided by the British con jects hinges on whether or not that much coal ever comes sultants, Mott Hay and Anderson, under project direc through. tor Reg Masters (see Annex 2.2). The South African master plan, on die other hand, con- • There were two main elements to the work in this tains far more detailed agendas for improving the port, phase; including repairs to the quays, new buoys and accommo dation. Some chapters of the plan containing such propo Trackwork, which involved: sals have been handed to Western donors, who are now 1. Relaying 62 km of track from Chicualacuala south to funding the projects. Maputo, which has been completed by the National Rail However, even without extensive repairs, Maputo port ways of Zimbabwe (NRZ), under contract to BMS. De can easily handle more cargo than at present. Says Neil scribed by Masters as "a superb job done in record time", it involved the NRZ laying 40 k^m continuously welded Young, project director of Portia Management Ser vices, the British team of consultants at Maputo, "We rail on concrete sleepers with Pandrol fastenings, where have more than enough spare capacity to handle existing before the track comprised 30 kg/m rails spiked to timber trade. We are more interested in getting the existing fa sleepers. NRZ provided management, labour, tools and cilities working than playing around with wild schemes plant for the work, which was completed successfully at the moment" despite security problems. However, in October, as a follow-up to the meedng at Cahora Bassa between Presidents Botha and Chissano, 2. Resleepering and reballasting three sections of main South Africa and Mozambique signed a SI.2m loan line track totalling 80 km, from the Maputo end toward agreement on 20 October for "the total repair and Zimbabwe. Existing track comprises 40 kg/m rail fast extension of Maputo harbour". This would give added ened with spikes to timber sleepers which have rotted, impetus to South Africa’s master plan and increase its causing gauge widening. Very little ballast exists. Some involvement in the port. earthworks and cross-drainage structures may also need 10 The SADCC Ports Handbook attention. proved by the arrival of the long-delayed four trucks of The work, carried out by BMS labour, supervised by steel mentioned earlier. Others included a train carrying Mott Hay and Anderson, started in mid-1988 and is ex emergency food aid which went the full distance of the pected to be complete in August 1989. line, and an inspection trip by a team of Mozambican, Ca In preparation for this, three facilities are being re nadian and British engineers in May. The line is expected vived to provide the necessary materials: to open to commercial traffic in July, but will be able to take only one train with a gross mass of 1,500 tonnes in • An existing concrete sleeper factory at Umbuluzi each direction per day. has been revived with the aid of Dow Mac (UK). "It is possible to run a train, but the incidence of The design of sleeper has been changed to give a derailment is high, due to the state of the track," said wider choice of source for prestressing strand Masters. What is now required, he added, is to "put the than the previous design permitted. The factory, whole line in good order, resleepering and reballasting, which was producing by August 1988, is planned and a considerable amount of new rail, though not to have a capacity of 100,000 sleepers a year. Four necessarily throughout." expatriate staff are to be provided by Mott Hay and Anderson to help operate the factory. • At present the southern railway line system does Phase Two not have its own ballast production unit. A rock-crushing plant rated at 130 m^/hour was to Mott Hay and Anderson, together with the Canadian joint be commissioned in August 1988. The project venture SLI, which groups Swan Wooster, Lea and As sociates and International Rail (part of British Colum includes mobile equipment for loading and bia Rail) are putting the finishing touches to a feasibility transporting rock to the plant, and drilling and study for the S103m second and third phases of the pro blasting equipment A quarry master and plant maintenance engineer will be provided as part of ject. The SADCC project document lists these as involving the technical assistance team. ballasting, resleepering, rescue cranes, train control and • The permanent way depot is to be rehabilitated "completion of rehabilitation." through provision of spare parts and technical In January 1988, at the SADCC annual consultative assistance. conference in Arusha, Tanzania, World Bank senior vice- president Edward Jaycox said the Bank might be inter 3. Within the port, CFM (Sul) has identified 30 km of ested in co-ordinating the project, and could fill in plain line and 62 turnouts which require attention. The plain line will be relaid with 40 kg/m rail recovered from funding gaps. A donors’ conference held in Maputo in mid-1988 to an earlier relaying of the Ressano Garcia line. This will raise funds for the second phase resulted in firm pledges be long-welded and laid on either steel or timber sleepers. of $60m (out of total estimated requirement of $228m), Turnouts, complete with timbers, are being supplied by including $34.5m from USAID, S13.5m from West Ger the UK. BMS labour will undertake this work, supervised many, $3m from Botswana, $150,000 (in engineering by Mott Hay and Anderson. services) from Portugal and S 16.6m from Canada. Bri [Note: This work coincides with projects identified in tain, which had contributed £14m to the the first phase, the South African master plan. This also identifies poor indicated its "continued commitment to the project," al track condition in the Machava yard, which serves Ma- though it did not specify a sum to be donated. Other do tola. The project is being sponsored by Italy, which has nors, including West Germany, showed interest in provided a R2.7m grant (which corresponds with the master plan estimate) to upgrade the railway network in supporting the project. A visit by Mozpnbican Foreign Affairs Minister Dr the Machava yard. Remaining needs are the maintenance Pascoal Mocumbi to Brussels in early November 1988 and refurbishing of trxk in the Matola yard, and im was reported to have resulted in firm funding pledges by provement of roads in the harbour areas, as the main sur face transport routes in the port identified by the master the European Community. It appears likely, therefore, that funds for the complete plan.] rehabilitation of the line will be forthcoming. Once com Telecommunications plete, this would in theory equip it to carry up to three A contract has been signed with Plessey UK to provide million tonnes a year of cargo. and install a UHF and VHF radio system from Chicuala- In mid-1988 two concerns predominated. One was cuala to Maputo. Radio and teleprinter links between short term: to secure the finance that would enable the CFM (SUL) and NRZ will also be set up, as well as radio NRZ to continue work between completing phase one links between locomotives and nearby stations, and a and starting phase two, probably in April 1989. Possibly, works radio sy.sicm linking BMS headquarters with the as in the case of the N^’s work on the Beira corridor, various depots and site camps. Plessey has started the de the Zimbabwe government will find resources of its own sign work and manufacture of radio sets and other equip to allow the work to continue, and later secure compen ment. Its team will .soon be in Mozambique to do the sation from donor sources (see Beira, Chapter Three). installation. Work is scheduled to be completed in April The other concern is long term, and underlies all other 1989. current efforts. Current state of the line. By mid-1988, it was [xissible to run a train through, as The SADCC Ports Handbook 11 canned fruit each year. Security But currently it handles approximately 200,000 ton When the international group of engineers rode down the nes of sugar, 10,000 tonnes of pulp and 80,000 tonnes of line in May, Figureueredo commented that they had no coal. All the canned fruit containers (300-400 a year) are ticed some timber sleepers burning after being set alight transported by road. Some of Swaziland’s cargo curren by Renamo rebels. Almost twice as long as the Beira cor tly goes through Komatipoort, via a link built between ridor and rarely more than 100 km from the South Afri Mapaka and Mananga, at costs considerably higher than can border at any point in its length, the Limpopo line is on the Goba line. The balance goes through Richards one of the most highly exposed and difficult to secure Bay, also at a higher cost. transport routes. The South African master plan identifies 15 km of On the other hand, it is not surrounded by the same track on the Mpaka-Machava line linking Swaziland with bush cover as the Beira route, which makes guerrilla at Maputo as badly in need of repair, and budgets tacks that much more difficult. Moreover, it would ap R3,538,000 for this. pear that, as in the case of Beira, the Zimbabwe army is A far more comprehensive scheme to rehabilitate the going to make a substantial commitment to securing the full length - 213 km - of the line from Machava in Mo line. Zimbabwean National Army troops rode down the zambique to Matsapha in Swaziland is to be found in the line in mid-March 1988 to hit at the Renamo units in Gaza SADCC plan. A feasibility study has been completed by province which were believed to be responsible for kill the Italian consultants, Sotecni. S ATCC is seeking a total ing seven railway workers and two militiamen days be of $60m (of which SI8m will be in local finance) to re fore in Zimbabwe. Since then, theZimbabwe army, along habilitate the railway line on both sides of the border. The with Mozambican troops, have been on the offensive in Italian government is likely to put up at least part of the Gaza province for the fost time, signalling the intention money for this project. of the Zimbabwe government to keep the line secure. The rehabilitation programme suggested by the con Britain is also providing considerable "non-lethal sultants includes: military assistance" to help the projects it supports. Some £750,000 is to be spent on vehicles, communications sys 1. Renewal of the signalling and telecommunications tems and uniforms for troops guarding the Limpopo line. installations on the entire Mozambican section of the line, The UK is also training groups of 120 Mozambican sol along with work to rehabilitate the track (way and per diers at a time, for 16-week periods in Inyanga, Zim manent way) on 33 km of line and the crossing loops of babwe. The first group was deployed along the Limpopo stations; corridor in January, and training will continue until 2. Rehabilitation of the track at the Mlawula border March 1989. and Mlawula-Mpaka sections in Swaziland; According to British diplomatic sources, Thatcher’s 3. Rehabiliution work on the remaining part of the line government hopes that the newly trained troops will be in Mozambique; deployed along the Limpopo corridor, though this is not 4. The rehabilitation of both track and signalling a requirement The UK is also providing an armoured installations on the remaining Phuzomoya-Matsapha carriage worth £150,000 for use by Mott Hay and section, and construction of a new electrical signal box Anderson. The general prognosis is that, despite the odds, in Mpaka station. traffic will pick up on the Limpopo line. Security Roads If the work is to take off, the sCTvices of the British At present there is no road link between Zimbabwe and security firm. Defence Systems Ltd (DSL), which is the port of Maputo. Viewed as a highly desirable already employed on the Nacala route, will probably be development, such a road would add considerably to the considered. Meanwhile, CFM is introducing its own value of the Limpopo corridor and provide a road link railway security officials along the line. between Zimbabwe and Swaziland which does not pass through South Africa. SADCC has prepared the terms of reference for such a project, and S0.4m is being sought Road for a feasibility study. But by mid-1988 no funding had been secured. Three SATCC projects aim to improve the state of the road linking Maputo with Swaziland (see Annex 2.2): Swaziland-Maputo • Rehabilitation of the road from Maputo to the Swaziland border; Railway • Rehabilitation and upgrading of the road from Some 50% to 60% of the 78-km Goba line’s capacity was Lomahasha via Siteki to Big Bend in Swaziland; still being lost in mid-1988, caused both by security prob Improvement of the Mbabane-Manzini road in lems and by non-sabotage derailments because of the bad Swaziland. condition of the line. Normally it would carry approxi mately 380,000 tonnes of sugar, 100,000 tonnes of pulp, Total funding required is S71.9m, of which $19.5m 100,000 tonnes of coal and 1,000 to 1,500 containers of had been secured by mid-1988. 12 The SADCC Ports Handbook South Africa-Maputo channel, while depth in the north and Xefina channels was reduced to 6.5 or 7 metres. This limited vessels using Railway the port to seven or eight metre draught, or around 25,000 tonnes. The 88-km line linking South Africa to Maputo via Res- sano Garcia is in fair condition. According to the South African master plan, it "does not require any specific at Dredging tention beyond regular maintenance." The main problems have been security related, espe Emergency dredging is one of the projects listed in the cially since October 1987, after which the line was out of South African master plan, but the initiative has been use up to 60% of the time. taken by the Mozambican government. This route, which once carried up to 7m tpa, currently Starting in July 1987, a Mozambican company, Emo- carries some 1.5m tonnes made up principally of coal, draga, with some Dutch technical assistance, has been sugar, citrus and steel from South Africa, ^mbabwe and using a dredge called The Rovuma to restore channel Swaziland. depths. In May 1988, the channel was down to a 7.4 metre Some minor rehabilitation work is to be carried out by depth and work was continuing. At 9.4 metres, the har SATS, together with CFM: station-to-station bour will be able to handle vessels of 60,000 tonnes. communication between Ressano Garcia and Maputo is The SATCC has launched an appeal for $1.7m (of to be replaced and the cenual switching system at Matola which $0.3m is in local currency, and has been secured) reinstalled. for a feasibility study on imjH-oving the channel to permit the passage of large vessels to the Matola terminal on normal tides, and of container vessels to the Maputo Security container wharf at all tides. The Ressano Garcia line, on which SATS frequently as sists CFM with emergency repairs, highlights the contra Buoyage diction between South Africa’s support for Renamo and its own economic interests. Both the South African plan and SADCC (although this "A lot of people in Mozambique would say, why don’t is not listed under the N^uto transport system projects) you just tell them to stop," says Beukes. "But it’s not as identify the need to irtcrease safety of navigation in Ma easy as that because these people say they are inde puto by restoring lights and buoys. pendent Whatever their motives are, it seems they are Sw^en has granted $7.9m which will completely Jeopardising trade between South Africa and Mozam renew the bouyage. The first phase involves emergency bique." If those economic interests become strong rehabilitation of existing buoys (three have been enough. South Africa will no doubt find a way of ensur completed) and ultimate replacement of 18 of the 23 ing that more cargo passes through the route. buoys with new ones. A buoy maintenance depot is Meanwhile, there is talk in M^uto of DSL - "a viable included in the deal. Meanwhile, Denmark has put up third party" - being contracted to help protect the Ressano $7.2m to supply a buoy-working vessel to maintain, lift Garcia route as well. CFM has also introduced a special and replace navigational buoys. force, similar to that on the Goba line, along this route. In addition, it is understood that two battalion forces are to be deployed by the Mozambique government along the Pilotage Komatipoort-Maputo corridor to help secure it. This is compulsory, and is provided by 8-10 Russian pilots, provided through Russian bilateral aid to Roads Mozambique. The road linking South Africa with Maputo is also in Marine management good condition. Like the railway, it may have to undergo minor rehabilitation with some South African assistance. This includes a harbour master and marine engineer, provided by Portia under a contract with the UK’s ODA. The aim is to imp-ove the maritime services of the port. The Harbour Maputo is a tidal harbour at the head of Maputo bay, The Port where the mouth.s of the Matola, Umbeluzi and Temte rivers converge at latitude 25° 59’ south and longitude The port of Maputo has three principal functions: coastal; 32° 36’ east The approach to the harbour comprises 80 general cargo (national and international); and providing km of channels. Two channels merge into the Xefina specialised handling facilities (see m^qr). channel, and then the Polana channel. The overall de signed, Icast-drcdgcd depth of the channels is 9.4 metres, Coastal which will take ships of 10 metre draught However, after 1980, the channels began to silt up and This serves the internal cargo of Mozambique, with ser deteriorate. This cau.sed the closure of the southern vices to Maputo, Beira, Nacala, Pemba, Quelimane and Maputo Port 0 0.5 1km I. u— The SADCC Ports Handbook 5. Container Terminal 6. Rocon Bulk Loading 7. Matola Wharf (upstream) o» 14 WS3a5CCToHsHana5ooF Inhambane. Because of Mozambique’s security prob nine 20-tonne forklift trucks, five with toplift spreaders, lems, the coastal service is vital for distributing emer and a fleet of internal movement vehicles. Manica-Mo- gency food relief. zambique recently acquired a heavy forklift to handle Recently, as part of a bilateral aid programme with 12-metre containers in the port area. The only recommen Ncffway, the coastal area underwent major rehabilitation dation in the South African master plan for the container of its quays, sheds, and open storage area. What used to terminal is that R3.5m be allocated for additional mobile be a "wasteland of dilapidated quays and sheds" has been equipment turned into "one of our showpieces", says Portia’s Neil The container terminal has a storage capacity of Young. Norway is also iwoviing managerial assistance 70.000 sq metres, with an annual throughput capacity of and spares to the Mozambican shipping company, 25.000 TEUs. A container freight station has been in Navique, which operates up and down the coast stalled to stuff and strip FCL and LCL containers and has covered storage for this cargo. Productivity - measured by the terminal’s loading rates - is regarded as equal to, General cargo possibly even superior to, Durban’s. The latest addition to the container terminal is a Berths B to I - some 3,000 metres of quay space - are des RoCon facility which puts Maputo ahead of its South Af ignated for general cargo. This is mainly made up of im rican counterparts and diversifies the use of the container ports, principally food aid to Mozambique (about 0.25m terminal. tpa) and some exports, such as asbestos. A R2m joint venture between CFM and Aurora The area is serviced by 54 cranes; 25 were operational International Investments, the system handles bulk inJune 1988; 12 MANcranesare being rehabilitated with materials via high-capacity container gantry cranes. Bulk technical assistance from West Germany. There are 14 materials are loaded into open-top containers from the five-tonne forklifts, all of which were operational in June port dumpsite or ex-rail. They are then soft-loaded into 1988, as well as six shunting tractors, four of which were the vessel’s hold at a rate of 500 tonnes per hour via operational. Ten shunting locos are available, and the ser vice is quite adequate. The area is also serviced by five gantry cranes. tugs; a further eight are expected to arrive from Italy shortly. Italy is also providing some $5m to rehabilitate all the The sugar terminal: This facility was built in 1965 and comprises three stor quay faces of berths B to G - including recementing, re age sheds with capacity for 140,000 tonnes. Each shed paving and strengthening. A similar proposal is in the has conveyor systems of 150 metres to supply two shi- South African plan. . ploaders. Wagons are emptied by overhead cranes with Since January 1988, Italy has provided an eleven- grabs. The offloading system handles six to eight wagons member technical team to assist with the general man an hour. Average loading rates equal 550 tonnes per hour. agement of berths B to G. These include two general As sugar is a seasonal product from April to mid-De cargo ship co-ordinators; the rest are involved in work cember, the quay in front of the sugar terminal is idle for shop repairs and crane maintenance. the rest of the year, and five shore cranes are used to The I Zone, with a quay lenth of 440 metres, has a handle general cargo products. special berth for large carriers drawing up to 40,000 dwt. In present circumstances the facility can handle over The South African technical company, TMS, refurbished 500.000 tpa of sugar, but in 1986 this was down to the five cranes of five tonnes and 23-27 metre reach, and 377.000 tonnes due to lower Swazi usage. Portia provides is now assisting with maintenance and management of management assistance, and the facility is maintained by the I zone. a team of South African technicians. The South African master plan allocates a small R3.399m (£0.78m) expenditure for rehabilitation of the facility. Specialised handling facilities The container terminal: A major SADCC project, the container terminal at Ma The steel terminal: puto port recently became operational. It is now the most This facility covers two quays of 165 and 175 metres, re spectively. Both have a 12-metre draft, and are served by modem in Southern Africa. Italian finance enabled the construction of the termi four 20-tonne cranes with 26.5-metre booms. There are nal, most of which was done by Italian firms. The termi four 20-tonne mobile forklifts. The terminal has a storage capacity of 50,000 square nal is managed with the assistance of a 14-member team provided by Portia. metres and a handling capacity of 900,000 qja. In 1987 The terminal ha.s 3(X) metres of berthing space, and is the facility handled 140,000 tonnes, mostly of Zimbab equipped with two mixlcm gantry cranes with fully auto wean steel. Loading rates are 2,000 to 2,500 tonnes per matic telescopic spreaders. These can load and discharge day. The terminal is managed with assistance from Por 35-tonne lifts of containers between six and 12 metres. tia Management Services, UK. With a 360-degrce rotation, the cranes are versatile and The South African master plan makes provision of mobile under all conditions; with the spreaders removed, R8.175m (£1.9m) for rehabilitation of this facility, but they can lift 40 uinncs under hook. Each gantry can says that no capital expenditure should be embarked on handle 42,0(X) lifts a year. until exporters make commitments that warrant the Landside equipment at the terminal currently includes expansion. The SADCC Ports Handbook 15 The citrus terminal: Note: As well as the six existing specialised handling This comprises 380 metres of quay, with five wharf facilities, the master plan contains a proposal for a cranes in full operation. The citrus is stcM^ in two cold- R9.460m facility to increase the pat’s storage capacity stores which can take 500,000 cases. for ferrochrome and chrome. It also proposes a R34.568m Also associated with the facility are molasses tanks "multi-product berth," depending on whether the with a 33,000-tonne storage edacity, used mainly by the necessary export tonnage can be drummed up. Unlike the Swaziland Sugar Association. During the off-seasems for SADCC project proposal, the master plan lists in detail fruit and sugar the quay is used for general cargo. The ci other developments required at the port: general reticulation (power and d^nage, communications and trus terminal currently handles some 480,000 tpa - most ly from South Africa (£0.97m). The facility is managed water reticulation), workshops, a foundry and stores, as with techincal assistance from South Africa. well as accommodation - see the summary of costs in The master plan provides for a R4.235m refurbishing Annex 2.3. These would also largely depend on traffic - structural, mechanical and electrical - which includes through the port picking up. the wharf cranes (West German aid covers part of this) and modernisation of the refrigeration system in the old shed. Training Technical assistance provided to manage the port has Matola minerals wharf: been mentioned under the various sections above. Al The Matola minerals terminal adjoining Maputo port has though this is not listed under SADCC’s Maputo port a berth 210 metres long and can load 40,000 dwt ships at transport system proposal, the Norwegian government is adailyrateof7,500 tonnes. It was built in 1963,designed to cope with throughput of 6m tpa of ore. Recently, due to provide S5.8m (to which the Mozambican government will add Sim in local currency) for a port staff training to depletion of iron ore reserves in Swaziland, the termi nal has been used by coal exporters. institute in Maputo. This project is part of a larger SADCC inventory on The conveyor system has now been completely refur the needs for formal port training in its different member bished by the South African company TMS, at a cost of countries. In Mozambique, 540 individuals per year are R2.2m, provided as a soft loan to Mozambique by South to receive such training over a ten-year period. The Africa. This project appears both in the master plan and institute is currently accommodated in existing port in the SADCC project document, where funds are re buildings while construction of a new school and ported to have been raised by Mozambique (see Annex rehabilitation of dormitoies takes place. 2.2). The facility can handle 1.5m tpa at present (it handled 793,000 tonnes, of mostly South African coal, in 1986), and is also managed with assistance from TMS. Shipping services The terminal has four rows of stockpiles and is equipped with tipplers, stacker-reclaimers, ship loaders Maputo is principally serviced by the South Africa and an extensive conveyor system. The two tipplers are Europe Container Service (SAECS), while the balance is of the roadside type. Each has a rated capacity of 20 wa mainly charter vessels. gons per hour, with gross weight of up to 90 tonnes. The conveyors from the stockpile have an average flow rate of 800 tonnes per hour each. The wharf con veyors are installed in an elevated gallery along the quay and feed the two shiploaders, having a boom reach of 21.3 metres. Both the SADCC project document and the master plan identify programmes to expand the capacity of the facility: SADDC envisages three phases which would increase the capacity to 7m tpa at a cost of $89m, while the master plan outUnes two phases to raise capacity to 4.25m tpa at a cost of R33.935m ($13.86m). Both are contingent on increased demand. Therefore neither has yet raised the funds. The McMyller coal-tippling appliance: This has a boom length of 21 metres fully extended, and 18 metres retracted. The facility has recently been com pletely refurbished by TMS at a cost of R640,000, as part the master plan’s phase one. TMS now helps with man agement of the facility. Throughput capacity is 0.5m tpa, with loading rates of 400 tonnes per hour. 16 The SADCC Ports Handbook Annex 2.1 Mozambique port and railway authorities All ports and railways in Mozambique come under the adminisfration of the National Directorate of Ports and Railways, known by its Portuguese acronym DNPFC, which in turn falls under the Ministry of Transport. This is further sub-divided into six units, the largest of which arc CFM South (M^uto port transport system), CFM Centre (Beira transport system) and CFM North (Nacala transport system). The following chart illustrates this structure, as well as providing the addresses of key contacts. The following are names and addresses of personnel involved in providing technical and managerial assistance: Neil Young, lYoject Manager, Portia Management Services Ltd; Phone: 34270, Maputo; address, same as for port. Reg Masters, Project Director, Mott Hay and Anderson International Ltd, Brigada de Melhoramentos do Sul, Av Martires de Inhaminga 424-2 Andar, CP 1291, Maputo, Mozambique; Phone: 32690; Telex: 6614 BMS Mo, 6208 CFMS MO, Mqjuto. Caminhos de Ferro de Mocambique (CFM - Mozambique Railways) Source. BCG, Harare Principal CFM agents in Mozambique AMI-Mozambiquc, P O Box 72, Beira, Mozambique. Tel: 24001; Telex: 7-331,7-422; branch offices in Maputo and Nacala. Anfrena, P OBox 1430, Maputo, Mozambique. Tel: 21084; Telex: 6-518,6-570; branch offices inBeira, Nacala, Pemba, Quelimane and Inhambane. Manica Mozambique, P O Box 292, Maputo, Mozambique. Tel: 25041; Telex: 6-512; branch offices in Beira and Nacala. CFM contact^in the region CFM-Commercial Department, P O Box 276, Maputo, Mozambique. Tel: 27173,24228; Telex: 6-208,6-438. CFM-Zimbabwe, Livingstone House, SamoraMachel Ave, Harare, Zimbabwe. Tel: 734775; Telex: 6383. CFM-Swaziland. Tel: 43285; Telex: 2251. CFM-Malawi, Malawi Railways, Limbe, Malawi. Tel: 640844 ext. 327; Telex: 4810. CFM-South Africa, 111 Commissioner St, Johannesburg, South Africa. Tel: 337-7826; Telex: 4-83999. Annex 2.2 , Maputo Port Transport System projects (all amounts in $ million) Funding Estimated cost Funding secure under negotiation Funding Implementation Project no. Project title Total Foreign Local Amount/Source Amount/Source Gap Start Duration Comments/Status ROADS i 1 UpgrJbing of the road [ 89.0 1.3.1 81.0 8.0 8.0 Lesotho 0.0 32.0 1985 4 years Ongoing. The EEC and USA have Mohales Hoek.Quthing- > 15.0 (EEC) been qrproached for financing the * Qachas Nek, Lesotho ' 34.0 (USA) shortfall. Upgrading and reconstruction 35.7 1.3.2 28.5 7.2 7.2 Lesotho 0.0 28.5 1988 3 years Feasibility study and engineering of the road Taung- 1 design are completed (financed by Mokhojiong'Sani Top, UK). EEC has been approached for Lesotho implementation. 1.3.3 Upgrading of the road Thaba 35.7 28.5 7.2 7.2 Lesotho 0.0 28.5 1988 4 years Feasibility study financed by Canada The Tseka-Taung-Mpiti, Lesotho has been completed. 1.3.4. Construction of a New Road 36.8 29.4 7.4 7.4 Lesotho 0.0 29.4 1990 3 years Engineering design of the Ramabanta- Ramabanta-Semonkong -Semonkong section completed SADCC Sekake, Lesotho Bnanced by F.R. Germany which has 1.3.5 Upgrading of the road Ports Mokhotlong-Oxbow, Lesotho 26.5 21.2 5.3 5.3 Lesotho lO.O(BADEA) 11.2 1989 3 years Design has been completed. 1.5.4 REhabiiitation of the road 21.0 17.0 4.0 0.5 (Sweden) 16.5 0.0 1987 4 years Works on the Matola Bridge about to Maputo - Swaziland border, 4.0 (Mozambique) start. Engineering design for the road Handbook Mozambique yet to be carried out. 1.5.6 Study of a new road linking 0.4 0.4 0.0 0.0 0.0 0.4 1988 8 months southern Zimbabwe with the Maputo area 1.6.1 RehabilitationAipgrading of 22.0 18.7 3.3 5.7 (ADB) 0.0 9.8 1992 2 years Work completed on the Lomahasha- the road Mozambique border 3.2 (Sweden) Siteki section. Financing is being at Lomahasha-Siteid-Big 3.3 (Swaziland) sought for Siteki-Big Bend section. Bend 1.6.2 Improvement of the Mbabane-28.9 23.1 5.8 5.8 (Swaziland) 0.0 23.1 1989 2 years Manzini road, Swaziland RAILWAY LINES 2.2.1 Rehabilitation of the main 114.0 91.0 23.0 18.0 (PR China) 0.0 73.0 1984 9 years See phasing of project below. railway line, Botswana 23.0 (Botswana) (01) Section 1: Gaborone to 19.0 15.0 4.0 15.0 (PR China) 0.0 0.0 southern border 4.0 Botswana (02) Section 2: Francistown to 15.0 12.0 3.0 3.0 (PR China) 0.0 9.0 Canada financing study on sect 2 and the northern border 3.0 (Botswana) 3 under project 0.0.5, USD 0.15m, and was approached for funding implementation. (03) Section 3: Gaborone to 80.0 64.0 16.0 I6.0Botrswana 0.0 64.0 See note for section 2 above. Francistown Funding Estimated cost Seenred funding under negotiaton Funding Implementation Amount/Source Amount/Source Gap Start Duration Comments/Status Project no. Project title Total Foreign Local 4.1 (Sweden) 0.0 0.0 1986 2.5 years Work commenced in 1986. 12.2 Rehabiliudon of railway 4.1 4.1 0.0 telecoms facilities, Botswana 4.7 (Sweden) 0.0 0.0 1987 2 years Woric commenced in 1986. 2.2.4 Renewal of the (rain working 5.0 4.7 0.3 system, Botswana 0.3 (Botswana) 2 years DANEDA and Japan have been IVocurement of railway roll- 18 J 183 0.0 0.0 0.0 183 1988 2.2.6 approached. ing stock, Botswana Railways 0.4 Botswana 0.0 1.2 1987 1 year Contingency plan. 2.2.8 Exchange yard for Botswana 1.6 1.2 0.4 Railways at Rakhuna 0.0 0.0 5.8 1988 2 years 2.3.2 Expansion of oil storage 5.8 5.8 0.0 facilities, Lesotho 0.0 49.0 2.5.1 #Rehabilitation of the 60.9 42.9 18.0 11.9 Mozambique-Swaziland The Railway 0.0 1985 2 years Study completed. 0.9 0.0 0.9 (Italy) 0.0 (01) Feasibility snidy of the 0.9 SADCC Machava - Swaziland Railway 3 years Italy has been approached for funding 16.0 7.0 0.0 0.0 23.0 1988 (02) Rahabilitation of the 23.0 the implementation. Machava - Swaziland Ports Railway, Machava - Swaziland border 26 1988 3 years Italy has been approached for funding Rehalnliution of the Machava 37.0 20.0 11.0 11.0 (Swaziland) 0.0 Handbook (03) the implementation. - Swaziland Railway, Matsapa - Mozambique border 0.0 . 0.0 See phasing of project 2.5.6 Railways in southern 0.0 0.0 0.0 0.0 Mozambique Financed under Project 0.0.5. 0.4 (Canada) 0.0 0.0 1988 9 months (02) #Study on engineering for 0.4 0.4 0.0 bridges on railways in southern Mozambique 0.0 103.0 (03) #Rehabilitation of Maputo - 130.0 97.5 32.5 27.0 Chicualacuala railway 10 years Woric has commenced. A project 25.0 2.0 25.0 (UK) 0.0 0.0 1986 (031) Phase 1: Operations study, 27.0 description has been prepared rehabilitation, welding 2.0 (Mozambique) for all 3 phases. plant, communications etc. Discussions with several potential Phase 2; Ballasting/- 60.0 43.0 17.0 0.0 Mozambique 0.0 60.0 (032) financers in progress. resleepering (400 km), rescue cranes, train control. 0.0 43.0 (033) Phase 3: Completion of 43.0 39.0 4.0 0.0 rehabilitation To be financed under project 0.0.5. 0.3 (Canada) 0.0 0.0 1987 4 months (04) #Motive power, rolling stock 0.3 0.3 0.0 and operations plan for CFM(S) Funding Estimated cost Secured Funding Under negotiation Funding Implementation Amount/Source Amount/Sourcc Gap Start Duration Comments/Status Project no. Project title Total Foreign Local 0.3 Swaziland 0.0 0.9 1988 3 years Denmark has been approached. 2.6.1 Modifications of wagons 1.2 0.9 0.3 and wagon maintenance, Swaziland Railway PORTS 9.0ataly) 0.0 104.4 1984 7 years Estimates of costs and funding 3.5.1 #M aputo Port, Mozambique 121.0 115.2 5.8 1.8 (UK) represent the total of the sub-projects 5.8 Mozambique listed below. Dredging of existing chaimel to 9.4 m 0.3 0.3 Mozambique 0.0 1.4 1988 2 years (01) Feasibility study on 1.7 1.4 start^ July *87, completion June '88. improvement of the entrance chaiuiel to Maputo Pott Rehabilitation work completed March Matola coal terminal-phase 1 1.3 0.0 1.3 1.3 Mozambique 0.0 0.0 (021) 1987. Further investment depending on increase in traffic. Depending on increase in traffic. Matola coal terminal-phase 2 9.0 9.0 0.0 0.0 0.0 9.0 (022) Depending on increase in traffic. Matola coal terminal-phase 3 80.0 80.0 0.0 0.0 0.0 80.0 (023) A $9m Italian credit for cranes Container terminal equipment 29.0 24.8 4.2 9.0 (Italy) 0.0 14.0 (03) and other equipment UK financing and management assistance 1.8 (UK) 4.2 Mozambique the management assist scheme over three years, to Sept 1987, to be extended for another two years. total 758.1 639.1 119,0 212.9 10.0 532.2 # The costs associated with this entry are not directly included in the toUls. They appear either under another project or as costs for sub-projects. 0 Brackets around a country or financing agency indicates a foreign exchange contribution. Source: SATCC, January 1988. 20 The SADCC Ports Handbook Annex 2.3 Summary of the Masterplan for the Rehabilitation of Maputo Port prepared for DFM and the SAFTO Maputo Port Working Group (thousand rand) Project Estimated Cost A. Trackwork and rail network Track Mpala (Swanlandj-Machava (SADCC overlap) 3,538 Machava Yard (Italian aid) 2,734 Maputo 15,166 Matola 1,224 Centralised traffic control 1,000 B. Roads In harbour areas Matola 407 Maputo 375 C. Harbour marine Study on dredging requirements (SADCC overlap) 7,240 Buoys (Swedish aid) 1,080 Repairs to Quay (lulian aid) 3,892 D. General reticulation Power distribution - Matola 2,700 Maputo 1,300 Drainage - Matola 591 Maputo 2,265 Communication - Matola 67 Maputo 337 Traffic data processing 1,418 E. Workshops, foundry and stores Railway workshops 500 Harbour workshops 800 F. Accommodation Harbour offices for managers 300 Accommodation fur managers 650 Project office 500 G. General cargo berth 5,088 H. Specialised facilities Steel 8,175 Sugar 3,339 Container 3,500 Multiproduct terminal (new) 34,658 Matola I (TMS-complcte) 2,200 Matola n (SADCC overlap) 5,430 Matola in (SADCC overlap) 28,505 Me Myllcr (TMS-donc) 640 Ferro chrome (new) 9,460 Citrus 4,253 TOTAL 153,332 Chapter Three The Beira Port Transport System ever the best of ports, Beira has nonetheless been the pendence in 1980, traffic began to pick up once more, Nmost high profile of S ADCC’s transport projects. As notably on the imports side (see Table 3.1) as the country such, in the words of BCG chairman Denis Norman, the once more began to use the Lonrho-owned oil pipeline port has been "subject to much information, much more from Beira to the eastern border town of Mutare for its misinformation, a tremendous amount of speculation, oil imports. and total confusion." Despite the problems - not all of The pipeline was indeed to be the key to the port’s fu them technical - Beira is beginning to take shape, and ture. By the mid-1980s, the Chicualacuala, Beira-Mala- holds considerable promise for the future. wi, and Nacala-Malawi railways had been closed as a Located in the central Mozambican province of Sofa- result of Renamo sabotage. But, as the port of entry for la, Beira is the nearest port for northern Zimbabwe, south most of Zimbabwe’s fuel, Zimbabwean troops were sta ern Malawi and southern Zambia (which has only a tioned along theBeira-Zimbabwecorridorin 1983.These continuous road link to the port, though a rail link with forces were beefed up considerably in 1985 when, at the the Zimbabwe system is under discussion). peak of calls for sanctions against South Africa, coupled However, the ports access route from Zimbabwe cuts with threats of counter-sanctions, Zimbabwe made a through mountainous terrain and the port itself has to be more definite commitment to securing the corridor and artificially dredged to stay open. As such, even in colo helping Mozambique with the war effort. nial times, Beira was used as a port of entry for smaller At the same time, because of the change in political shipments, while Maputo handled bulk consignments. climate. Western donors and businessmen began to take At its peak in 1974, Beira handled four million tonnes an interest in the port. of cargo. Thereafter, as in the case of Maputo, through In 1986, SADCC put together a comprehensive put started to decline as a result of the closure of the bor S614.6m ten-year plan for the port (see Annex 3.1) which der with Rhodesia after Mozambique became previously only the Dutch government had taken an in independent in 1975. Following Zimbabwe’s inde terest in. At two donor conferences that year, some 90% Table 3.1 Beira Port throughput (tonnes) 1980 1981 1982 1983 1984 1985 1986 1987 1,947,500 TOTAL 1,520,000 1,655,700 1,628,000 1,605,800 1,377,800 1,385,100 1,328,200 Cabotage 132,800 In 92,600 109,900 175,700 176,600 161,500 110,000 84,700 122,100 Out 150,400 155,900 138,600 205,000 104,000 76,500 70,400 Moz trade Exports 362,600 314,100 194,100 64,600 56,700 56,300 61,700 40,100 292,000 Imports 361,000 390,900 334,900 324,100 288,000 292,000 383,100 Transit exports S Africa - - - - ■ “ ■ Swaziland “ - - ' . - - - 161,100 Zimbabwe 5,100 65,900 96,400 126,300 45,200 89,000 65,400 63,100 Malawi 239.400 235,600 134,800 37,200 34,400 56,100 3,200 3,000 88.600 Others 300 2,800 - - - - Transit imports S Africa - - - - • Swaziland - - - • . - . 1,042,400 Zimbabwe 15,200 59,200 262.100 609.000 686.700 699,000 655,300 22 The SADCC Ports Handbook of the $200m deemed necessary for the first half of the The port had also suffered fix)m a loss of skilled per plan were raised, and the Mozambique government hur sonnel. Management was strengthened by the arrival of riedly set up the Beira Corridor Authority, headed by en a team of ten from the Amsterdam Port Consultants gineer Rui Fonseca, to manage and co-ordinate the (APC) group, part of the Amsterdam harbour authority. project. Initially, there was also very little cost advantage to Meanwhile, to facilitate private sector involvement in using the port, because of the high premiums charged by such areas as the construction of special handling fa shipping lines calling at Beira. That changed in January cilities, services and utilities, two independent companies 1987, when the South Africa Europe Container Ser were formed: the Beira Corridor Group, which was vice (SAECS), the main conference line servicing Beira, oversubscribed at its initial launching in Harare, and the aligned the port’s seafreight rates with those of its South Empresa Austral de Desenvolviniento in Mozambique African competitors, restoring Beira’s natural cost ad (see Organigram on p23). vantage - an average of $400 per tonne less than through Initial work on the port involved a first phase "emer Durban, which is three times the distance from Harare. gency" operation to restore the port to its 1975 capxity Though still considered inadequate, shipping services of three million tonnes. This included a Dutch-funded began to increase (see details on p31). dredging operation, to bring the level of the harbour down Procedures have also been made easier. In May 1987, to its normal -6m, and emergency repairs on the Mutare- shipping agents in Zimbabwe and Mozambique agreed Beira railway line, undertaken largely and most efficient to establish a through bill of lading for importers and ex ly by the National Railways of Zimbabwe. Although, for porters through Beira. Revised documentation proce security reasons, work never took off on the Malawi- dures have also been agreed to and the Zimbabwe Credit Beira corridor, the Mutare-Beira line could be used for Insurance Corporation has agreed to offer war risk tran Malawi cargo coming by road to Harare, through the Mo sit cover on all exports, including those through the Beira zambique province of Tete. Corridor. Yet throughput in 1986 was actually slightly below In 1987, traffic through Beira showed a 31.7% in that for 1985, a fact attributed by the Mozambicans to the crease and came to just under two million tonnes. Part of reticence of white Zimbabwean businessmen. "This sce this was due to political commitments made to use the nario, this pattern of continuing to use South African port: Sweden, for example, decreed that all its exports to ports must change," Fonseca told a group of 34 Zimbab the region would have to pass through Beira, while Zam wean businessmen who toured the port in March 1987. bia (see Chapter 5) decided that 20% of all its copper ex Admittedly, psychological barriers did exist. How ports (about 1,200 tonnes a month) would go through ever, there were also a host of practical problems. For a Beira. start, the port still needed to undergo numerous qualita But about half of the throughput was Zimbabwean tive changes, contained in the second part of the five-year cargo, voluntarily sent through the port by businessmen. plan, including the reconstruction of berths, construction All told, Beira handled approximately one-quarter of of a permanent container terminal and rehabilitation of Zimbabwe’s overseas trade of about four million tonnes. handling equipment. Although oil imports (approximately 650,000 tonnes) Table 3.2 Shipping Services to Beira 400 ships called at Beira during 1987,129 of which were liners. The Ro-Ro calls about every 21 days. Tankers Charters Coasters Trawlers Liners Spacial January 5 3 6 1 11 February 5 6 10 - 5 March 7 1 14 - 10 2 April 7 5 13 - 10 1 May 9 3 10 1 11 June 3 3 13 1 14 1 July 6 5 11 - 10 1 August 5 8 12 1 12 1 September 9 4 10 1 6 1 Oaober 7 4 8 1 19 2 November 8 4 9 - 9 1 December 7 5 6 2 12 2 TOTAL 78 51 122 8 129 12 Lines presently calling at Beira include SAECS Conference lines, Mitsui OSK, Shipping Corporation of India, Indian Ocean Shipping Lines, Lykes Lines, Nippton Yusen Kaisha, Gold Star Line, Besta Line, Port Line, Zim Lines and DSR Lines. Destinations served on a regular basis are Northern Europe, Japan. India, the southern US, USSR, East African coast. An imi>ori:mt service still awaited is to the Mediterranean. Medite could graft a bi-monthly call at Beira onto its existing network but awaits a more consistent flow of cargo. In the meantime traffic to the Mediterranean is trans-shipped in Durban or Mombasa. Source: BC(! Organigram of Beira Corridor Project Source: BCG continued to account for the largest percentage of Zim berths. babwe’s traffic, coaon, tobacco, tea, asbestos and coffee The private sector is also behind in the projects that it exports, and fertiliser and plastic imports showed an ap has proposed to embark on, partly because of long bur preciable increase. eaucratic delays. Indeed, the port very nearly suffered another set-back Fundamentally, there remains a certain amount of dis at the end of 1987 when the arrival of a large consign trust between Mozambican authorities - plagued with ment of Zimbabwean goods coincided with floods and problems such as low labour productivity, frequent de various operational problems at the port, leading to seri lays in supplies and disruptions to services - and white ous congestion. Zimbabwean businessmen whom they see as arrogant Alarm bells started sounding when BCG managing di and sometimes patronising. Personality clashes between rector Eddie Cross told a local reporter that Zimbabwean the BCA and BCG are also plainly evident. Both sides businessmen were turning back to South Africa, and the are also accused by businessmen of being over-enthusi Harare business weekly Financial Gazette reported that astic, and inflating expectations. three shipping companies had threatened to pull out of But both sides share an interest in seeing the port work: the port. the Zimbabweans, because use of Beira port could mean Charges and counter-charges once more crossed bor savings of anything up to S60m a year in foreign cur ders, with Fonseca declaring that "some people who still rency, and the Mozambicans because they badly need the have their minds on the south will clap their hands if we port revenues if the country’s economic reform pro fail, but we will not fail." gramme is to work. Some of the charges made by the BCG were exagger At a political level, Zimbabwe and Mozambique share ated. For example, although it is true that as a result of particularly close ties which have guaranteed close co the floods and the absence of the Rovuma dredger, which ordination on the Beira project at the highest level. Soon was at work in Maputo, the channel began to silt up, after the end of year controversy, for example, Zim 25,000 tonne ships still continued to use the port as be babwe’s President Robert Mugabe instructed one of his fore. The final phase of work on Beira port involves fur new senior aides Chris Ushewekunze - well known for ther dredging to -9 metres, and was due to start in the his efficiency as former permanent secretary in the Min latter half of 1988. istry of Mines - to give him a weekly briefing on the situ At the same time, as will be seen in the detailed de ation in Beira. scription below, the Mozambican construction company Significantly, traffic through the port, which had working in the port is about a year behind in its work on dropped to 114,957 tonnes in January, was back up to the temporary container terminal and repaving of four 159,688 tonnes in February, and the Minerals Marketing 24 The SADCC Ports Handbook Corporation of Zimbabwe has since reported the highly shows effort, it shows organisation. This is something successful handling of two trial shipments of contain that must be respected." erised minerals through the port The Mozambican authorities revived the Beira Port Advisory Committee to increase the flow of information between interested parties. This comprises government The Access Routes officials, chief executives of parastatals, chambers of commerce and industry, as well as officials of the BCG The port of Beira is linked to Zimbabwe, Zambia and from Botswana, Malawi, Mozambique, Zambia and Zim Malawi by a fairly extensive network of roads and babwe. All users of the port are welcome to attend the railways, all of which were in need of, or still are in need of extensive repair. The peat also boasts an oil pipeline to committee’s meetings. Following the acrimony in late 1987, officials of both Mutare in Zimbabwe, and there are plans to extend this the BCA and BCG agreed that until 1990 - while major to Harare, with the hope that it will service the SADCC reconstruction work is taking place on berths two to five region more fully from this more central point. - it would not be wi.se to increase cargo through the port much beyond its 1987 level. Thereafter, throughput Zimbabwe-Beira should easily reach three million tonnes, climbing to even as high as five million tonnes. The three links between Machipanda and Beira (a The chairman of the Zimbabwe Shipping and For distance of 314 km) constitute what has come to be warding Association, Rhett Hill, made an appraisal visit known as the Beira Corridor. They are: to Beira in September 1988. Among his observations were the following: The Railway Line • Four new container forklifts were due to arrive in The first section of the railway line from Beira is com September, two of which would be able to handle mon to both the Machipanda and Blantyre line. The two 40-foot containers. separate out at Dondo, 28 km from Beira. The Machipan • A Swedish company was working on introducing da line then continues across the flat coastal plain and the a computerised container tracking system, where Pungwe River Basin, rising sharply in the last 89 km sec containers will be stored and stacked according to tion to Machipanda. their destinations. The line is constructed from a mixture of BRS 601b/yd • The loading of import containers was very quick, rails on steel sleepers UIC 40 kg/m and ASCE 801b/yd with containers being loaded onto rail and rail on timber sleepers. The timber sleepers are very old dispatched to Zimbabwe within an average of five and many have disintegrated to such an extent that the to six days after discharge. rail spikes no longer hold the rails at gauge level. The • A Dutch dredging company (Boskalis) had set up long-term goal is to introduce the standard track adopted operations and actual dredging programmes were by the S ATCC for international routes, based on 45 kg/m expected to start by the end of the year (see long welded rails on concrete sleepers. Dredging, below). However, in the immediate context, it was necessary • The serious accommodation shortage in Beira to carry out emergency repair work at the same time as would soon be eased with the completion of the port upgrading project. As part of a S5.5m pledge, several new houses and flats to cater for the USAID provided 83,500 steel sleepers to be used to re various expatriate teams working in the port place old ones in the worst section of the line. Other ele • Rehabilitation work in the port area was ments of the emergency project included: resleepering progressing fast with Berth 9 and the access from (using timber) of the bad section of the line not covered it to the temporary container park almost by the USAID resleepering programme, supply of bal completed. About 80% of the refurbishment on last, replacing loop lines wherever necessary, supply of the container park itself was complete. Work was tools for minor repairs and provision of technical assist continuing on Berth 10 and due to be completed ance. soon. Initially, CFM requested NRZ to undertake rehabili • He estimated that 30-35% of Zimbabwe’s import tation of the line to Gondola; but subsequently the NRZ, and export cargo was currently being handled protected by Zimbabwean forces, went ^1 the way down through Beira, compared to 10% 12 months to Beira, completing work in September 1987, even previously. And the volume of traffic through though donor funds were not immediately forthcoming. South Africa had been reduced from about 80% It was only after completion of the work, which to 65-70%. amounted to ZS6.4m (substantially less than that esti mated in SADCC documents) that the Austrian govern The third pha.se - the last five years of the plan - com ment picked up the tab. An Austrian engineer who prises ancilliary projects defined as "projects which are inspected the line said that the NRZ had "taken exactly considered to be necessary and economically viable, but the right measures to make the line operational. They whose implcmenuuion can be postponed beyond 1990 have been carried out in a professional way and their re without any risk of any harmful effects." sults are deemed to be absolutely satisfactory. NRZ has That the port has shown an improvement even in these built up all logistics necessary to carry out this work with initial stages is a ix)siiive sign. As Fonseca puis it: "This out touching the scarce resources of Mozambique." The SADCC Ports Handbook creased from one or two trains daily to five travelling The road linking Machipanda with Beira serves both each way with a capacity of 5,000 tonnes each. While at Zimbabwe and Zambia, and has deteriorated to varying one point - following the emergency dredging operation degrees owing to lack of maintenance in the past Al - port capacity exceeded that of the railway line, this is though the Mozambican authorities discriminate in fa no longer the case. vour of the railway line, businessmen see a clear need for The locomotive situation along the route, once a prin the road to be in better service and the BCG has commis cipal cause for non-use of Beira by Harare businessmen, sioned a special road study. The SATCC has drawn up a has also improved with the delivery of the first out of two $22.2m project for the rehabilitation of the road, of which diesel and nine steam locomotives, refurbished by Zeco $9.2m has been raised from sources in Mozambique, the in Zimbabwe, paid for by USAID. Zeco is also training Netherlands and Sweden. Some $ 13m is being negotiated Mozambican personnel for locomotive maintenance. with the African Development Bank. Projects include: The Austrian government set aside Sim for mainten resealing of 161 km of road, resheeting of 97 km, recon ance facilities along the corridor (see track maintenance, struction of 24 km, and the establishment of a mainten CTM under SATCC plan), but this falls short of the esi- mated $3.5m required. ance capacity. Norway has pledged S2.1m towards further rehabili Funds already raised are being used for emergency work between Beira and Inchope by Mozambique’s tation work. This is considered desirable, but not urgent, parastatal heavy engineering company, CETA EE, with as trains cannot travel at night, and therefore there is cur rently no great incentive to increase capacity beyond its technical assistance from Sweden and the Netherlands. The BCG is hopeful that the remaining stretch from present level. The long-term plan for Beira includes building a Inchope to Machipanda will be contracted to a Zimbabwe double line between Dondo and Beira, at a cost of S7m, firm. but this is contingent on an increase in traffic and is not likely to occur before 1994. By mid-1988 funding had not been pledged for the The Oil Pipeline emergency repairs to telecommunications between Beira This facility, owned by Lonrho, runs parallel to the road and Machipanda, but CFM (C) had established radio and railway line and currently serves only Zimbabwe. communication to Gondola and Machipanda. It is hoped However, with a capacity of 1.2m tonnes per annum, the that this will help improve the tracking of wagons. pipeline is currently being used to only half its potential capacity. In October 1988 Lonrhro and the parastatal National 26 The SADCC Ports Handbook in Quelimane (on the coast, north of Beira). There have, Oil company of Zimbabwe announced a joint venture however, been multiple delays in getting these projects project to extend the pipeline to Harare. They formed a new company, Petro Zim Line Ltd on a 50/50 basis and going, partly as a result of bureaucratic hurdles. the $80m extension was expected to take about a year to complete. It is hoped, especially with the completion of the ex Malawi-Beira tension, that more SADCC countries will make use of the Malawi is linked to Beira by a railway line which runs facility. Malawi, whose oil is currently trucked in over a from the southern commercial hub of Blantyre to Dondo, long and treacherous route through Zimbabwe (and/or with a branch going through the coal fields of Tete prov Zambia) and Mozambique, is especially interested in this development. The BCG is ur^g that tariff and user ince. Traditionally, one-third of Malawi’s cargo of about agreements relating to the pipeline be renegotiated to en 700,(XX) qia passed along this route, which was also sig courage Malawi, Zaire and Botswana to use the Beira nificant for Mozambican sugar and coal exports. How system. ever, because of Renamo attacks, the line has not Zimbabwe’s Minister of Energy, Kumbirai Kangai, functioned at all since 1983, except for a daily passenger has recently authori.sed direct negotiations between the train that runs from Blantyre to the border. Even before agencies operating the pipeline and various tank farms 1983, the Mozambique section is said to have been poor and petroleum companies in neighbouring states. ly maintained, and the line is thought to be in need of major reconstruction. S ATCC has only been able to make spot checks of the route by air. Security At the moment, the only real work along the route is In addition to their close patrol of the corridor, 7.QOO to the rehabilitation of the section from Blantyre to the bor 10,000 well trained and equipped Zimbabwean forces der, sponsored by the UK and Malawi. The track along have also been engaged in offensives against Rename in this 209-km section consists of a mixture of old and rela northern Mozambique, thwarting a plan by the rebels to tively new BS 60 Ib/yard rails laid on timber or steel sleepers. Many of the timber sleepers have deteriorated cut the country in two along the strategic corridor. Rename auacks along the corridor have been reduced to the extent that elastic fastenings are becoming loose to cowardly acts of sabotage, which are easily repaired. and gauge spread is occurring. The rehabilitation exer "It does not require a lot of courage to sneak up to a rail cise, which is expected to be complete in 1990, comprises the supply and laying of 115 km of 80 Ib/yd or 40 kg/m way line and put a bit of plastic explosive on the track, and blow it up with a detonator, which is basically what rail and 165,000 concrete sleepers complete with pando- they are doing," says BCG managing director Eddie ral fastenings and 180,000 cu metres of ballast. Meanwhile, S ATCC has mapped out a S62m rehabili Cross. "Therefore they are no real threat." tation plan for the 33-km Dondo-Vila Nova da Frontiera According to security officials in Zimbabwe, Renamo mounted 62 attacks on the railway system in 1987, blow section of the line, which is located in Mozambique. The ing up three bridges. However, damage on the railway rehabilitation of the first 30 km of the line from Dondo was actually carried out, with RR 91 Ib/yd rails welded line was easily located and repaired within 40 minutes to in lengths of 54 metres and secured by pandoral clips to an hour and cargo was not affected. The Zimbabwe army carries out a security check of baseplates on new timber sleepers. Repairs on the rest of the line each morning, and bush is being cleared on either the line - which consists of BS 60 Ib/yd and UIC 40 k^m rail on timber sleepers - is totally contingent on security. side to reduce vulnerability to ambushes. Meanwhile, the pipcline.suffered 22 blowouts during The work, which would be in two phases - emergency the year. It generally takes 1 to 2 hours to locate the prob and long term - would include re-establishing saw mills lem and 4 to 5 hours to repair it. During 1987, it is esti to produce timber sleepers, spot resleepering with UIC mated that five percent of operational time was lost on 40 km/m rail, establishing a new ballast quarry, replac ing - eventually - all BS 60 Ib/yd rails with new UIC 40 the pipeline as a result of sabotage attacks. As a mark of the improvement in security, thousands kg/m or RR 91 Ib/yd rails. The project would also allow of refugees are pouring into the narrow Beira Corridor, for the provision of a new UHF and VHP radio system - - ——which-will remain a major haven as long as Zimbabwean throughout, and a reliable signalling system. troops are stationed there. Unless South Africa decides The SATCC has also optimistically written in a S2m to attack the corridor directly, it is likely to remain rela project for the provision of 54 new wagons written off by Malawi railways in Mozambique, in anticipation of tively secure. An important aspect of BCG’s strategy to improve the renewed traffic, and a $0.6m project to extend the car security situation is the encouragement of a number of riage and wagon workshops and servicing depot at agriculture projects. The group believes that increased Limbe. Under current security conditions, however, and with economic activity will ultimately contribute to greater out any additional protection along the route, it is diffi security in Mozambique. Projects which have been identified are; the Vanduzi scheme for mixed agriculture cult to sec any of these projects taking off. near Chimoio, a ranching project in Gaza Province In the meanwhile, some Malawi sugar is passing (towards Maputo), forestry, coffee and tea in through the Tele Corridor, the road route through Mo Espungabera (south of the Corridor, close to the zambique used as a passage by Malawi to South Africa, and from there along the Machipanda-Beira railway line Zimbabwe border) and the revival of a coconut plantation Th^ADC^Port^IandbooK 'TTT points out, "have to negotiate a dredged channel of con to Beira. The quantity of Malawi sugar using this route siderable length through an extensive area of gullies and rose to 78,000 tonnes in 1986-87, from an all- lime low of 41,000 tonnes in 1984-85, but still well below the shoals before being able to berth at the quays. 115,000 tonnes in 1981 -82. There is talk of Mozambican Entrance to the port is through the Macuti channel coal and sugar also making use of the Tete-Beira corri which is 200 metres wide and has a minimum depth of six metres below chart datum. This means that only ships dors. Security along the route has so far been guaranteed by , with a maximum mass of 25,000 dwt can use the port - restricting the choice of ships which can use the p>ort and the Zimbabwe army, which in late 1987 halved the num ber of convoys along the route, complaining of a lack of increasing shipping rates because of the smaller load. spare parts for army vehicles. The number of convoys has since been restored to six a week, and Malawi has paid Zimbabwe $lm for its efforts. Zimbabwe is to continue Dredging to receive $500,000 p« quarter from Malawi. Initially, an emergency dredging operation, funded by the However, the section of the road from Nyamapanda to Dutch, was launched to restore depth to the -6 metre level. Zobue is reported to be in a poor state of repair, with For a time, maintenance dredging was carried out by The several portions that can only be negotiated in first gear. Sofala, supported by two tow barges, while the bucket Although this does not fall under the Beira port projects, dredger Rovuma, owned by the Mozambique state com SATCC has raised $ 18.6m (from Mozambique and the pany Emodraga, was taken off to Maputo (see Chapter Kuwait Fund for Arab Economic Development) for the 2). reinforcement and rehabilitation of the 273-km stretch of Due to floods at the end of 1987, the channel began to road. Mozambican construction workers are reported to silt up again, although this did not affect the size of ships be tackling the worst sections of the road. entering the port. However, The Rovuma returned to Beira in the second half of 1988, and the Dutch firm, Boskalis, has been Zambia-Beira awarded a contract to proceed with a $13m capital dredging operation, funded by the Dutch government. There are two possible connections between Zambia and This aims - over the next two years - to widen the channel Beira: from 100 to 160 metres and to increase the draft at low 1. Direct: The road from Katete to Cassacatiza to Tete, tide to nine metres, permitting 60,000 dwt ships to use from which Zambia is connected to the port either a) by rail, through the coal mine town of Moatize or b) by road, the port. through Changara and Chimoio. SATCC has two pro jects - totalling $8m - for the rehabilitation of the roads, but these have not so far attracted any funding, under Bouyage lying security concerns. Navigation buoys equipped with gas lights were replaced 2. Through Zimbabwe: It is possible to go by road from by buoys with batteries and solar panels, but the port then Lusaka, via Chirundu-Harare-Mutare-Beira (the last por sufferd from a shortage of batteries. In 1985 only six out tion, by road or rail). of 16 bouy lights were reported to be working and ships The section from Lusaka to Chirundu is now being re could only use the port in daylight However, under the habilitated under a SATCC project. Swedish funded programme to improve the navigational SATCC also plans to carry out a S0.8m feasibility aids in Mozambican ports (see Maputo, Chapter 2), the study on a link that would join the Zambian railway main long-awaited batteries finally arrived in February 1988, line at Kafue to the Zimbabwe railway system at Lions making night-time navigation possible again. Den, providing Zambia with a rail route all the way through to Beira. This possibility has been considered since 1913. However, the construction of the 350-km link Pilotage would be a major engineering task, as one-third of the Pilotage is compulsory, with contact between ships and route passes through countryside that would necessitate pilot’s office by VHF radio. Two new pilot boats, funded heavy earthworks to achieve a reasonable ruling gradient by the Danish aid agency, Danida, were delivered to --^‘-T^e--main-advantage.J^jh3LJb®~.iyP*‘*^ could be Beira in May 1988. undertaken - at least under present circumstances—with relatively minor security risks. Funding for the study is still being sought The Port The Harbour General Accommodation of ships is provided by a continuous Beira (lat 19* 50’ S, long 34 51’ E) is a tidal port at the quay with 10 berths over a length of 1,632 metres. The southern end of the quay contains an additional berth of confluence of the Pungwe and Buzi Rivers. Ships calling 160 metres (designated as Berth 1) and is used as a fish- at the port, as the SADCC ten-year development plan 9Z ooavs s^od s^od ilooqpuBH Entrance to berths Irom south _____ ing harbour. The main characteristics of the berths are il Multi-purpose and container handling terminal lustrated in the map. (Berths 2 to 5) The six berths for conventional ships and cargoes have wide aprons, each carrying three sets of rail tracks and The purpose of this project is to improve the handling of about 80% of all breakbulk and bulk cargoes handled at general cargo and containers, which are expected to in the baths are directly transferred from/into railway wa crease from 5,000 in 1985 to 80,000 in 1995. Berths 2 to gons placed on the tracks. Transit sheds are therefore 5 are currently used for handling general cargo and ca modest in size, but are backed by a large warehousing botage. According to the ten-year plan, "the quay foun complex within 3 km of the port, owned by freight agents. dations have deteriorated to such an extent that the whde Altogether, there are 19 warehouses in the port area, with structure may collapse at any time." The project consists a capacity of45,000 cu metres, and 25 transit warehouses of the following components: with a capacity of61325 cu metres outside the port area. 1. The reconstruction of the quays, costing $57.8rti, is The equipment position at the port in October 1988 being funded largely by the EEC. This work, due to have commenced early last year, is only now just beginning, was as follows: • 31 shore cranes were operational and of the five with the awarding of a contract to the Italian consortium, out of order, four were under rehabilitation. Of Impreglio Sadelmi, in October. (Since then, it has been those which are working, nine have been revealed that most of the supplies for the contract are to overhauled under a West German-funded be sourced from overseas. The BCG, which had hoped programme covering all three of Mozambique’s that major subcontracts would be obtained by businesses main ports. In general, upgrading and in the region, termed this a "disappointing outcome", and replacement of port equipment has not kept pace blamed it on inadequate information on the part of the with improvements in the port and there have contractor.) been substantial delays in shore crane repairs. The work, which includes paving of areas behind the However, the contractor (HPC of West quays, is expected to take three years to complete, and Germany) has undertaken to complete work on will be done berth by berth, to disrupt traffic as little as schedule by the end of 1988. possible. • 21 out of 37 5t forklifts were operational. 2. The reconstruction of the berths will have to be accom • Two out of three 2.5t forklifts were operational. panied by a relaying of the roads and railways within the • 12 out of 21 3.5t forklifts were operational. port. A $10.5m new layout of the port’s railway system • Four out of five 20t forklifts were operational. is outlined in the Beira port master plan. It includes con struction of new yards and tracks for container loading Two 42t and two 28t forklifts with spreaders were ex and unloading. Unloading and loading of general cargo pected in August (see above). In addition, three refur from railway wagons will be done through transit sheds bished 20t forklifts ex-Maputo were due to be installed. and only very heavy goods will be handled directly on There were four tugs providing assistance to seagoing the apron. The project is to be funded by Italy, with the ships, but only one was in service. Two new tug boats, $1.5m in local currency put up by Mozambique. Mean funded by Denmark, are due for delivery over the next while, some road reconstruction works are currently being carried out by Mozambique, but the road system year. Leaving aside the berths which currently perform, or will require modification, as the new terminal will inter will perform specialised functions (see below). Berths 6 rupt the main road running at the rear of the cargo zone. and 7,9 and 10 were being repaved, and the area behind It will also be necessary to reconstruct roads in the cen the latter two is being develop^ as a temporary container tral port area, in tandem with the rearrangemernt of the port railways. Work is likely to be carried out by a Mo park. A Mozambican company, Construcoes Tecnicas zambican construction company. S ARL, was awarded the contract to resurface these areas 3. Equipment for the multi-purpose and container hand but encountered numerous difficulties with supplies. ling terminal, including gantry cranes, at a cost of Eventually, arrangements were made to import crushed $41.7m, is under discussion. At the SADCC annual con stone from Zimbabwe, but further delays were en sultative conference in Arusha in January 1988, Finland countered in securing confirmation of letters of credit and Sweden pledged $11.4m towards this, and the ADB against the Banco de Mozambique, as well as customs has expressed interest in financing ship-to-shore cranes. clearance oit the Zimbabwean side. (At the moment, because of the equipment problem in the Resurfacing of Berths 6 and 7 is now complete (one port, Ro-Ro vessels have to rely largely on their own year behind schedule) but some of it has to be r^one, due equipment) to poor workmanship. At the time of writing, work was The multi-purpose and container terminal project will still in progress on Berths 9 and 10. Estimates vary as to benefit from the concurrent dredging exercise, making it 'when this wDl be complete, although it should be by year possible to berth cellular container vessels, and for the end at the latest , ^ port to handle 100,000 containers, as against the 36,000 The temporaryxontainer hardstanding area was only containers a year which Fonseca says is the maximum the 25% complete. This caused problems during the heavy port can handle under current conditions. rains experienced at the end of the year, as containers had to be stacked helter skelter around the port, often in muddy patches. Work is expected to be completed at the same time as that on Berths 9 and 10. The SADCC Ports Handbook 30 Specialised facilities Planned facilities Sugar and cereals terminal/bulk grain silos Coal terminal TTiis is found at Berth 8, and has been completely There are currently no sheds for handling sugar and cer rehabilitated to handle bulk cemsignments of coal. The eals. The plan proposes the construction of two sheds and facility has a loading rate of 700 tonnes per hour, an a conveyor for the handling of sugar and cereals behind annual capacity of 1.5m tonnes, and a storage capacity of Berth 11. Ideally, this would come into operation as soon 150,000 tonnes. The third phase of the ten-year plan as the new oil terminal is ready. Bulk grain silos may also includes a $160m project for the development of a high be built alongside these facilities. Mozambique hopes to capacity coal terminal, capable of handling outputs of up involve parastatals in the region, like the Grain Market to 5.5m tonnes from the rich Moatize coal seams by the ing Board in Harare, on a joint venture basis in imple end of the 1990s. This, however, is contingent on menting these two projects, costed at roughly $9m. security, and the reopening of the main north-south rail A World Bank study on the port disagrees with both link between Beira and Malawi. So far only Mozambique facilities, arguing that Maputo is the natural outlet for has pledged funds for the project ($16m in local sugar, and concluding that the region will not be currency). Meanwhile, with only 0.2 to0.3 million tonnes importing or exporting much grain after 1990. However, of coal passing through the port every year, much of the businessmen argue that while Maputo may service facility’s capacity is idle, and there is talk of temporarily Zimbabwe’s sugar export needs, it does not cater for converting it into a grain handling facility. In the Malawi and Mozambique,which the plan says will be meanwhile, as construction is taking place along Berths exporting 200,000 tonnes of sugar by 1995. The question of grain movements through the port is also contentious. 2-5, Berth 8 will be used for more general cargo. The BCG says that given the time period required for the recovery of food production in Mozambique, and the Liquid bulk cargo slow rate of growth in wheat and rice production in the Berth 8 also accommodates the shipping pipelines for inland SADCC states served by the port, future demands molasses (8,000 tonnes storage capacity) and tallow of food imports through Beira port will run at tanks (2,360 tonnes storage capacity). approximately 350,000 tonnes per annum. Cold Storage Tobacco and cotton terminals The port currently has a pre-cooling plant with a storage These would service the needs of Zimbabwean exporters. capacity of 60,000 cartons and 490 tonnes of meat The Zimbabwean Tobacco trading company says it needs However, this does not cater for chilled meat - the form a terminal capable of handling 1,000 containers a month required by the EEC. Zimbabwe anticipates that an combined with a handling warehouse, fumiption, additional cold storage capacity of 6,000 tonnes for storage of break bulk and administrative premises. A chilled and frozen meat products will be necessary in the suitable plot would have to be found in the port. future. The cost is estimated at $8m. It is hoped that users Meanwhile, cotton exporters have said they need a cotton of the facility will finance the project, but that depends term inal with storage and container handling facilities for on increased usage of the port. 7,000 containers per annum. Both projects are costed at $3m, and were expected to be financed by Zimbabwean Oil Terminal users, but have not yet been justified by demand. Oil is currently handled on Berth 10, and Berth 11 is constructed as a jetty for handling Ro-Ro vessels. Training and management Loading arms for oil handling have recently been installed on the jetty. However, the basin along the two Beira will benefit from the Port Staff Training Institute berths is -10 m deep and only allows for 25,000 tonne dwt in Maputo (see Chapter 2). In addition, the Nordic coun tankers. The depth cannot be increased due to tries have put up $8.7m out of S20.5m being requested destabilisation of existing structures. It is proposed that a for projects to help satisfy the essential needs of port and new oil terminal will be constructed 1,000 metres railway workers in order to improve labour productivity. upstream of Berth 11, where depth will be increased to This covers a fishing and farming co-operative, worker -13.5 metres in co-ordination with the entrance channel transport, and housing projects. dredging project, to enable the port to handle oil tankers On the management side, the EEC has funded a S1.3m of 60,000 dwt. The project is being financed by Norway study on the structure, management and performance of ($8.1m) and Mozambique ($0.9m). Tenders were to be CFM-C. Spain and Belgium have put up S4.2m in tech launched in November 1988 (more or less on schedule), nical assistance to the CFM and S 11.8m is being sought with work due to be completed by March 1991. from the World Bank. Under the Dutch aid programme, $5.1m has been earmarked for technical assistance to the port, and S0.5m is being considered in supplementary financing for offices and other equipment A team of ten Port of The SADCC Ports Handbook 31 ZSl.Sm in refurbishing the hotel, there had been no pro Amsterdam officials is now in place. These include a harbour master, terminal manager, mechanical/electrical gress on this front by mid-1988. In his first annual report in 1987, BCG chairman Denis engineer and manpower development expert. The amyal Norman said that little or no progress had been made on of the team was delayed by a housing shortage in Beira, actual investment by individual business concerns des and plans were somewhat upset when two of the Dutch pite the considerable interest shown by the business sec experts resigned - partly out of frustration. tor." , .. Progress, he added, "would be much faster if time-consuming bureaucratic procedures could be Ancilliary projects eliminated." This, he said, "deserves the urgent attention of regional governments." The ten-year development plan includes a study of the development of the town of Beira (already earned out with Finnish aid) and a series of Beira town projects, costed at $55m, in which the Scandinavian countries have Services so far showed the most interest. The rationale behind this is that the develqiment of trade via Beira ultimately de Shipping Services pends on normal town services. The town - the closest As in the case of Maputo (see Chapter 2) SAECS pro beach resort fw Zimbabwe - could also earn Mozam vides the main Ro-Ro service, sailing to the port every bique an appreciable amount of money through toimsm. 21 days from Europe, Scandinavia and the Baltic, In Listed projects include rehabilitation and upgrading of January 1987, SAECS member Overseas Containers infrastructure, construction and rehabilitation of public (OCL) introduced a new regular service linking Beira buildings and upgrading of commercial services. This with the Far East and Australasia through other East Af was also an area in which a considerable role was envis rican ports and Dubai. Other vessels caU on a charter basis aged for the private sector. (see Table 3.2). The main donor funded project so far has been die It was announced in mid-1988 that a awarding of a $8m contract for the builing of 64 housing Madagascar-based shipping line was introducing regular units (mainly semi-detached apartments), recreation, services between Beira and Dar es Salaam, for breakbulk common room and sporting facilities for expatriates to container handling. the Finnish company, YIT Ltd. Work was scheduled to be completed by the end of 1988. Meanwhile, Beira is to benefit from a $40m World Bank project for the rehabilitation of roads and drainage, Communications rehabilitation and extension of water distribution net General communications between Beira and its sister works and sewer systems, construction of coastal erosion ports in Mozambique and regional customers have im defences and completion of unfinished apartment blocks proved through completion of a satellite link as part of and office buildings in Maputo and Beira. the Bank (tlx the national telecommunications programme. Most for 440098, or phone 202 473 5063, Washington) believes warding companies have their own telex, radio and tele that this is an area where Zimbabwean construction com fax facilities. panies could participate. There has been considerable ill- As of 1 June 1988, the Mozambican airline, LAM, re feeling created in Zimbabwe over other aid contracts (see sumed its Beira-Harare air service, and introduced a new for example the multi-purpose and container terminal) in service to Lilongwe. which local companies say they have not been given a • The Harare flight leaves Beira at 0915 on Mondays, fair chance. Tuesdays and Thursdays, takes half an hour, and tims The BCG itself has set up an office in the AMI build back in another half hour to Beira. The Lilongwe flight ing in Beira, adjacent to Austral, with the aim of repre leaves Beira at 0915 on Wednesdays and Fridays, and senting the BCG in its dealings with Austral and in turns back from Lilongwe at 1130 on those two days. “~relatioir®joint-venture-activity4n-genefal.-The office is (LAM Harare phone no. is 703339, and LAM Maputo of also intended to act as a sales representative for com fice is Tlx no 6332 or 6386). panies wishing to deal in Berra. In addition, the BCG and AMI run a weekly executive The Mozambican state tourist company, Empresa briefing on Tuesdays, using a chartered flight from Nacional de Turismo, has advertised a wide range of Harare to Beira. services to businessmen, including transport to and fr’om the airport, car hir^, hotel flights and confirmations. Businessmen have, however, experienced a number of Electricity disapjxjintments. The ItHtg delays in getting agriculture Sweden has awarded a $9m contract for the supply of a projects going (see access routes) is one example^ An stand-by power plant (17 MW gas turbine) for Beira port other is the plan by the Zimbabwe^hresta^iotel group to take over managetopnt of the-Dom Carlos hotel in Beira. to AAB Stal. The contract, reports the BCG, includes an cilliary equipment, spare parts and a five year service This was called off when the parastatal Zimbabwe Tour contract. Delivery was scheduled for the end of 1988, and ist Development Corporation elected to take on the task, the installation will ensure that the port is always supplied together with Empresa Nacional de Turismo. Although the two have signed a memorandum of intent to invest with electricity. . 32 The SADCC Ports Handbook Annex 3.1 Beira contacts and addresses Names and addresses of relevant CFM officials are contained in the overall CFM organisation chart (Chapter 2). • The Beira Corridor Authority, headed by Rui Fonseca, has established an office at: Cruzerio do Sul Building, First Floor, Rua Costa Serrao, 150. Telex: 7495 MO; Phone: 27188 or 27191. (The deputy director is Goncalo Antonio Feirao, an econgmist. There is a three-person Nordic technical support team in the office, led by Palle Lonborg Madsen). • The Beira Corridor Group is headquartered in Harare. Chairman: Denis Norman, former Zimbabwe Minister of Agriculture; managing director. Eddie Cross, former general manager of the Zimbabwe Cold Storage Commission. The BCG's new offices are at 207 North Avenue (comer North and 9th St) Harare. Phone: 739302/3,721956/8,739302/3; telex: 2705 BCG ZW. The BCG is setting up an office in Beira, and in mid-1988 was sharing offices with Austral (address below). BCG contact in Beira is Mrs D Wolf; Austral contact is Carlos da Gama Afonso. The offices are in the AMI BuUding, Avenida do Poder Popular. Phone- 27485 or 27496; telex: 7431 CUAMA MO. The Malawian director on the board of BCG is George A Jaffu, director, Lonrho Malawi. P O Box 5498, Limbe, Malawi. Phone: 640000; telex 4117. BCG's Botswana director is Richard Marmathoko, general manager and chief executive of BP Botswana and chairman of the Botswana Employers' Federation. • The chairman of the BCG’s sister company, Sociedade Austral de Desenvolvimento, is Antonio Almeida Matos. The office in Maputo is headed by Celia Meneses. Address: Avenida 25 de Setembro, 2400, P O Box 605, Maputo. Phone: 28041/6; telex 6220 UDRA MO. • The head of Mozambique's state tourist cotporation, Empresa Nacional de Turismo, in Beira is Lovemore Mousinho Ernesto. Phone: 24152. Annex 3.2 Beira Corridor Development Programme - Transport Year 1986 1987 1988 1989 Month 1 3 6 9 12 1 3 6 9 12 1 3 6 9 12 1 3 6 9 12 Emergency Programme Relay Line Railway r , 1 Equipment Supply to CFM ^ Emergency!Programme , | Road Implement Reconstruction Programme , Tender Construct Port Berths 2-5 1------Construction Berths 6-9 ------1 Dredging •• io /m"’********“v • io yiii ■■■■■■" Temporary Construction Container Terminal Tenderinjg Construct Permanent rL fender ^ Supply Install 1 Petroleum Berth h HEAD OFFICE: 24 Martin Drive, Msasa, Harare. PO Box 2558, Harare, Telex; 2146 ZW E-Expeditors Tel: 46833 46815 47244 Zimbabwe IMPORT-EXPORT- SURFACE-AIR Annex 3.3 Beira Corridor Development Programme - Business Sector Year 1986 1987 1988 1989 Month 1 3 6 9 12 1 3 6 9 12 1 3 6 9 12 1 3 6 9 12 Formation International -I of Mozambique Companies SADCC Road Management Co. Transport Mozambique Co. Hotel and Dorn Carlos Refurbish General Services Hotel de Mozambique Tender Refurbish ------1------1------1 Trade Centre Tender Refurbish Utilities Rehabilitation Management Assistance Shipping, Clearing and Forwarding SADCC Shipping Conference Grain terminal Tender, Construct Cold Store Tender Construct Sugar Terminal Tender, Construct Install Equipment ^onstruct Sheds Tobacco Terminal Cotton Terminal Tender Construct Fertiliser Terminal Design Tender Construct H------»---- Secure Aircraft Aviation Services I------1------h-4— , Design Construct Medical Services I - 1 mmm ^ Trader Training Services ^ Rehabilitate^ Shopping Services (Premises) Secure. I-,------1..!.*. Directory Clearing Agents & Freight Forwarders AMI Expeditors Zimbabwe PO Box 72 & 82 Impon - ExTOrt - Surface - Air Avenida du Poder Popular 47 Clearing & Forwarding Beira Head Office: Telex 7331/7422 or via Zimbabwe 24 Martins Drive, Msasa, Zimbabwe Phone: 24001/2/3 Telex: 2146 ZW Phone: 46815 Annex 3.4 Beira Port transport system projects • SATCC January 1988 (all amounts in $ millions) Funding Estimated cost Secured funding Under negotiation Funding Implementation Amount/Source Amount/Source Gap Start Duration Comments/Status Project no. Project title Total Foreign Local MLLTLMODAL PROJECTS 0.5.1 •Multimodal projects in the 83.3 81.5 1.8 33.4 24.0 25.9 Beira Port transpon system development plan Pre-study completed by NORAD. Main (PR-M-01) Organisation and Manpower 1.3 1.3 0.0 1.3 (EEC) 0.0 0.0 study by EEC - Lome III regional funds. World Food Programme has been (PR-M-02) Support to workers 20.5 20.5 0.0 6.5 (Deiunark) 0.0 12.8 1.0 (Sweden) approached. Finland and Greece have 0.2 (Finland) been approached for housing. The (PR-M-03) Study of the Development of 0.9 0.9 0.0 0.9 (Finland) 0.0 0.0 Completed. the town of Beira SADCC Agreement signed. Project co-ordination (PR-M-04) Project Co-ordination 5.6 5.6 0.0 5.6 (Nordics) 0.0 0.0 team started work in July 1987. 10.6 (Sweden) 1.3 (Sweden) 13.1 (PR-M-05) Beira town projects 55.0 53.2 1.8 1.5 (Italy) 6.7 (Finland) Ports 1.5 (NeAwlands) 16.0 OBRD) 1.2 (Derunark) 1.3 (Finland) Handbook 1.8 Mozambique ROADS 1.5.1 Road projects in the Beira 33.5 30.7 2.8 11.2 13.0 9.3 1988 3 years Port transport system development plan Emergency repairs estimated a US$9.2m RD-CE-1) Beira-Machipanda 22.2 21.4 0.8 0.8 (Mozambique) 13.0 (ADB) . 0.0 5.0 (Netherlands) started early 1988. Design for 3.4 (Sweden) reconstruction to be made. (RD-CE-2) ‘Lusaka-Kafue Junction 30.1 19.0 11.1 5.5 (Norway) 0.0 13.5 Included in project 1.8.3. 11.1 Zambia (RD-CE-3) Chimoio-Changara 6.0 3.0 0.0 0.0 0.0 3.0 (RD-CE-4) Matundo-Chiuta 0.5 5.0 1.5 1.5 Mozambique 0.0 5.0 1.9.1 Rehabilitation of Harare - 1.8 1.3 0.5 0.5 Zimbabwe 0.0 1.3 1989 2 years Chirundu Roid, Zimbabwe RAILWAYS 2.5.3 ‘Railway projects in Beira 151.1 138.8 12.3 71.0 16.6 63.5 1986 10 years Project derived from Beira Port Port transport system rehabilitation study of 1981. development plan Technical Assistance from Zimbabwe. (R-CE-01) Rehabilitation Beira - 8.8 5.9 2.9 3.8 (Austria) 0.0 0.0 1987 1 year Machipanda 2.1 (Norway) 2.9 ((Zimbabwe) (R-CE-02) Emergency repairs 15.0 12.0 3.0 8.5 (OPEC) 0.0 3.5 Dondo-Vila Nova 3.0 Mozambique Funding Secured Funding Under negotiation Funding Implementation Estimated cost Amount/Source Amount/Source Gap Start Duration Comments/Status Project no. Project title Total Foreign Local RAILWAYS (ctd) 3.1 Malawi 12.4 (UK) 0.0 On-going. (R-CE-03) Track rehabilitation 15.5 12.4 3.1 Blantyre Border 8.5 (OPEC) 0.0 20.0 1987 5 years Contract for 1st phase Dondo-Mwanza (R-CE-04) Rehatniitation Dondo- 47.0 47.0 0.0 signed (100 km). Italy has been 18.5 ataly) Vila Nova approached for $20.0m. 0.0 0.0 0.8 (R-CE-05) Study, rail link Kafue- 0.8 0.8 0.0 Lion’s Den 1.6 Mozambique 0.0 6.4 Line doubling Beira to DonaoI 8.0 6.4 1.6 (R-CE-06) 1.0 (Austria) 0.0 2.5 UK has been approached. Track maintenance CFM (C) 3.5 3.5 0.0 The (R-CE-07) 3.3 (Denmark) 0.0 0.0 1988 3 years Discussions on implementation (R-ME-01) Scrapping, salvaging of 3.3 3.3 0.0 between Deranark and Cometal/ wagons and locos, Mometal. SADCC rehabilitation of wagons con version to RJB'rings CFM(S) 4.7 (USA) 0.0 0.0 1986 5 years RehaUIitadon of 11 locos (acquisition (R-ME-02) Rehabilitation of locomotives 4.7 4.7 0.0 of new locomotives under P. 2.5.12). CFM(C) Ports 0.0 0.0 2.0 ADB considering. (R-ME-03) Replacement of M alawi 2.0 2.0 0.0 railway wagons World Bank has been approached 0.0 1.5 1986 2 years 1.0 (USA) Handbook (R-ME-04) Rdiabilitation of locomotive 2.5 2.0 0.0 workshops CFM(C) 0.6 (UK) 0.0 0.0 1988 (R-ME-05) Extoision of Limbe workshop 0.6 0.6 0.0 1.2 Mozambique 0.0 5.0 (R-ME-06) Facilities, spares, equipment 6.2 5.0 1.2 for CFM(C) woikshops 4.0 (Finland) 0.0 0.0 (R-ME-07) Rescue cranes and rerailing 4.0 4.0 0.0 equipment Financed under P. 0.0.5. Completed 0.0 0.2 (Canada) 0.0 0.0 (R-OP-01) ♦Motive power, rolling stock 0.2 0.2 in 1987. operation plan 0.0 0.0 0.7 (R-OP-02) Electrincatimi study 0.7 0.7 0.0 0.1 Mozambique 0.0 2.0 1988 1 year (R-ST-01) Emergency repairs to tele 2.1 2.0 0.1 communications Beira to Machipanda and Vila Nova 1st ]diase Beira-Machipanda line. 0.7 (Italy) 0.0 2.2 (R-ST-02) Radio telecommunication 2.9 2.9 0.0 (CFM(C) 1st phase Beira-Machipanda line. 0.2 Mozambique 0.0 1.7 (R-ST-03) Train control system (CFM(C) 3.7 3.5 0.2 1.8 ataly) Denmark has been approached. 0.2 Mozambiaue 0.0 0.6 (R-ST-94) Replacement of Railway 0.8 0.6 0.2 telephone exchanges CFM(C) Denmark has been approached. 0.0 0.0 0.1 (R-ST-06) Solar Power Panels, Blantyre 0.1 0.1 0.0 World Bank to be approached for W to border 3.0 (Spain) 01 Technical assistance to CFM 16.0 16.0 0.0 0.0 (USA) 11.8 (R-TA-01) 1.2 (Belgium) US$11.8m. 0.0 0.0 2.0 (R-TA-02) Technical assistance to 2.0 2.0 0.0 Malawi Railways Funding Estimated cost Secured funding Under negotiation Funding Implementation Amount/Source Amount/Source Gap Start Duration Comments/Status Project no. Project title Total P'oreign Local CO 0> PORT PROJECTS Esdmates of costs and funding represent • Port projects in the Beira 346.7 323.6 23.1 142.2 36.5 168.0 1986 15 years 3.5.2 the total of the sub-projects listed below. Port transport development plan 3 years Dredging to 8 metres in the first jitase. 13.0 0.0 13.0 (Netherlands) 0.0 0.0 1988 (P-A-01) Chaimel dredging to 8 13.0 Tender documents prepared. Dredging metres to start second half of 1988. 0.0 Included in first phase of Project 3.5.4. •Navigational aids 1.0 1.0 0.0 1.0 (Sweden) 0.0 (P-A-02) 1987 3 years Works being initiated. Supervision will 57.8 57.8 0.0 52.5 (EEC) 3.0 (Netherlands) 0.0 (P-CE-01) Multipurpose & container be financedby the Netherlands. handling terminal (berths 2-5) 2.3 (Netherlands) 0.0 0.0 1988 2 years Contract to be signed. (P-CE-02) New oil terminal 9.0 8.1 0.9 0.9 Mozambique 8.1 (Norway) 0.0 0.0 1988 2 years TOR prepared. Consultant selected. (P-CE-03) Pott railways 10.5 9.0 1.5 9.0 (Italy) The 1.5 Mozambique 9.0 Study on cereal terminal financed by the 9.0 8.1 0.9 0.0 0.0 (P-CE-04) Cereal terminal Netherlands. Users of the facilities are SADCC expected to be involved in funding. 0.0 0.0 Feasibility study carried out. (P-CE-05) Cold storage facilities 8.0 7.2 0.8 7.2 0.8 Mozambique Ports 3.0 Users of the facilities arc expected Tobacco terminal 3.0 2.7 0.3 0.0 0.0 (P-CE-06) to finance the project. 3.0 Users of the facilities are expected Cotton terminal 3.0 2.7 0.3 0.0 0.0 Handbook (P-CE-07) to finance the project. Waiting for the findings of study •Grain Silos (combined 0.0 0.0 0.0 0.0 0.0 0.0 j(P-CE-08) P-CE-4. with P-CE-4) 0.0 9.0 (P-CE-09) Coastal protection scheme 10.0 9.0 1.0 1.0 Mozambique 3.2 0.0 (P-CE-10) Service port facilities 3.6 3.2 0.4 0.4 Mozambique 0.0 0.0 1988 Being undertaken by Mozambican (P-CE-11) Port roads 1.0 0.0 1.0 1.0 Mozambique contractors. 0.0 144.0 (P-CE-12) High capacity coal terminal 160.0 144.0 16.0 16.0 Mozambiquye Port construction supervision 2.0 2.0 0.0 2.0 (Netherlands) 0.0 0.0 (P-CE-13) 5 years First phase 1987-88 secured. Agreement 41.7 41.7 0.0 11.4 (Finland, S weden)22.7 (ADB) 0.0 1987 (P-ME-01) Equipment for multipurpose on grant part signed June '87. Implemen and container handling 7.6 (Sweden. Finland, Netherlands) tation started. ADB has expressed terminal interest in financing ship-to-store cranes. 2 years Tenders Aug/Sept 1987. Yard contract 10.0 10.0 0.0 10.0 (Denmark) 0.0 0.0 1987 (P-ME-02) Tug boats by end of 1987. Funding secured for 3 years. Supp. finance 5.1 5.1 0.0 55.1 (Netherlands 0.0 0.0 (P-TA-01) Technical assistance to (USSO.Sm) for offices and other equip, the Port being considered by Netherlands. 266.7 TOTAL 614.6 574.6 40.0 257 90.1 * The costs associated with this entry arc not directly included in the Totals. They appear cither under another project or as costs for sub-projects. 0 Brackets around a country or financing agency indicates a foreign exchange contribution. Chapter Four Nacala Port and Transport Links ention Nacala to anyone familiar with ports in the would seem to be reasonable. Certainly, Nacala could MSADCC region and their eyes gleam. Says one handle the better part of Malawi’s overseas trade of forwarding agent: "She’s a real beauty of a port." roughly 700,000 tonnes per annum. With the possible exception of Mombasa, Nacala is As in the case of Beira, the anomalies which made Na the best natural deep-water port in Africa. Yet, first for cala more expensive than the longer route through South geographical, and now for security reasons, the port has Africa have been corrected. never fully realised its potential. Newly refurbished, The problem is along the railway line, where at the "humming and waiting to go" - as the forwarding agent time of writing, work by a French and Portuguese con puts it - Nacala. like Maputo, is desperately waiting for sortium had been completely suspended, until they could traffic. be guaranteed more adequate security from Renamo at Located in Mozambique’s northern Zambezia prov tacks. By 1985, Malawian traffic along the route had ince, Nacala has lagged behind Maputo and Beira in de dropped to negligible quantities (see Table 4.1). The rail velopment, despite its natural advantages, because it is way is now used mainly for small movements of domes further away from inland centres of population. The port tic traffic on either side. serviced mainly Malawi (handling about two-thirds of Ironically the only Southern African country which the country’s overseas trade, while the rest went through has at any time shown itself favourably disposed to the Beira) and the once rich northern farming provinces of rebel movement, Malawi has suffered most from Rena Mozambique. As such, its only real access route is the mo’s wanton acts of sabotage. The country currently pays main railway line west to Blantyie, via the Mozambican 60-100 million US dollars extra each year in transport town of Cuamba. costs to get its cargo to and from South Africa by road, However, when SADCC was first launched, the Na through the treacherous Tete corridor, or over a much cala port transport system projects proved a favourite longer route through Zambia and Zimbabwe. Transport amongst donors, possibly because of the port’s potential. has become Malawi’s biggest economic headache. In As illustrated in Annex 4.1, virtually all of the S277.9m deed, it is said in Blantyre that transport is what will make sought for projects along this corridor have been raised, the difference between either development or destruction making Nacala, in percentage terms, the most highly sub in the tiny central African country. scribed of the SADCC transport projects. On 11 September 1986, when leaders of Mozambique, The results are visible at the port, where under Finnish Zimbabwe and 2^bia confronted Malawi’s "life presi aid, 80% of a refurbishing plan, including the provision dent", Kamuzu Banda, with evidence that Renamo was of a new container terminal, was complete by mid-1988. operating from Malawi, he denied the charge. However, Estimates of the port’s capacity vary, but 2m tonnes faced with the prospect of Zimbabwe and 2^bia impos- Table 4.1 Nacala throughput (tonnes) 1980 1981 1982 1983 1984 1985 1986 1987 TOTAL 752,200 785,600 802,600 629,000 495,500 196,400 223,400 284,700 Cabotage In 62,300 87,300 100,900 65,200 53,000 17,700 40,200 82,000 Out 71,500 87,200 145,700 101,000 58,500 7,400 46,200 67,800 Mozambique Cargo Exporu 67,800 79,900 100,500 37,300 30,300 48,200 14,000 14,500 Imports 169,000 197,400 203,900 190,000 167,200 108,700 122,200 120,000 Exports transit (Malawi) 200,300 179,300 124,100 125,000 110,000 11,000 800 400 Imports transit (Malawi) 181,300 154,500 127,500 110,500 76,500 3,400 - - 38 The SADCC Ports Handbook ing sanctions against Malawi’s traffic, Banda reluctantly below, serious security negotiations are in progress. agreed to look into the matter. Shortly after, huge Rena- Because of the money Aat has already been put into the mo contingents, apparently being flushed out of Malawi, port, its importance for Malawi and its natural flooded Zambczia. advantages, there is a general optimism about the Since then, at least on paper, relations between Banda corridor, even if it is sometimes difficult to say what this and Frelimo - tense from the pre-independence days - is based on. One forwarding agent viewed the port’s have improved markedly. In 1987, Malawi committed future optimistically: "Nacala will work. It has no choice 800 troops to help guard the Nacala corridor, and these but to work.” are reported to have put up a brave performance, despite taking some heavy casualties. The line is also protected by 600Mozambican troops trained by the British security Access routes firm. Defence Systems Ltd, using a loan made to the government of Mozambique by Lonrho, which has ag Although SATCC project documents (see Annex 4.1) list ricultural interests in Zambezia. two road projects under the Nacala transport system, Lately, combined Mozambique-Zimbabwe-Tanzania these do not link up with the port and therefore are not forces have again been on the offensive in northern Mo dealt with here. zambique, scoring a major victory with the recapture of Access to the port of Nacala is provided by the one Milanje, along Malawi’s eastern bOTder with Mozam 615-km railway line from Entre Lagos on the Malawi bique, which had remained continuously in Renamo border to the port (see map). The final part of the line hands since 1985. from Cuamba westward was only completed in 1970, and But the overall picture in the ncMth was still blurred in is in fairly good shape. the second half of 1988. While Frelimo seemed to have Thus rehabilitation efforts have focused on the 538- a better hold on the towns, Renamo was still able to roam km stretch from Cuamba to Nacala, which comprised about elsewhere. As one Western diplomat in Blantyre 30kg/m rail on wooden sleepers, fishplated. Before work put iu "Frelimo seems to be gaining ground, but ^t began, this section of the rail was in poor condition, with could be transitory. It’s difficult to get a sense of what is buckled rails, loose fastenings, bad joints and inadequate happening. You sec a tree here and there without any real ballast. The $223.4m rehabilitation project - fully sub feel for the forest." scribed, mainly by France, Portugal and Canada - aimed What this means for Nacala is difficult to say. The to completely replace track between Cuamba and Naca CFM’s policy is to make the best of a bad situation and la with 40 kg rail welded station to station and laid on B promote the u.sc of the port as a transhipment centre for block concrete sleepers with 1,500 cu metres of ballast container and bulk cargoes. per km, as well as improve communications, and provide However, as will be seen in the detailed description technical/management back-up. Nacala Port ^ fi To Nampula % % v\ 1. Quay railway lines. Railway loading to be removed to 4. 2. Quay area. 3. Liebtierr transtainer. 4. Rails to be laid to general cargo quay. To be partly used for container train loading. 5. Transtainer railway connection to be built. 6. Planned. 7. Shore protection. 8. Road connection to town. 9. Maintenance building. 10. Spare parts shed. 11 Fuel tanks. 40 The SADCC Ports Handbook The contract was awarded to a consortium comprising Borie Sae (French), Dehe (French) and Somafel (Por The harbour tuguese). Technical assistance is provided by the British consultants Mott Hay and Anderson, who have also Nacala boasts an entrance half a mile wide with depths been active along the Limpopo corridor. Their team com over 60 metres and does not require dredging. The prises an assistant director general, operating manager, harbour allows ships berthing without size limitation and mechanical engineer and financial advisor. Work is the basin of the port is sufficiently large for the under the direction of the Brigada do Melhoramentos do manoeuvering of large vessels. However, efficient Norte, which falls under CFM-North (see organisation tugboats and skilled tugboat masters will be required as chart, Chapter 2), under the direction of Dr S.M. BhatL traffic increases (currently the port has two tugs, one of Preparatory work commenced in January 1984, and which is also used as the pilot vessel). Access to the port consisted of setting up facilities for rail storage, produc is entirely free of navigational restrictions, although a tion of 1,200 cu metres of ballast daily, production of recent report in the Mozambican newspaper, Noticias, 1,200 twin bloc concrete sleepers per day and com says that the lighthouses and buoys are in need of missioning of a train for flash butt rail welding. This was maintenance repairs. completed on schedule in 20 months. Renewal of the first section from Nacala to Nampula (192 km) started in Sep tember 1985, using Canadian supplied rails, and was The Port completed in November 1986. This includes a railway communications system with radio links in each station, and the ability to communicate with locomotives on the General track. The line is currently in use for domestic traffic. The port has a total of 1,000 metres quayside, 600 metres Phase two (Nampula to Cuamba), funded by the same of which accommodates four conventional shipping participants as phase one, plus the European berths, one of which is used to discharge POL into two Development Fund, Italy and Finland, commenced in tank farms, one run by BP, and the other by Petromoc. April 1987, under considerable duress, because of The storage capacity of these is estimated at 18,000 ton security problems. In July 1987, the crew experienced its nes. The operating surfaces in the general cargo area are worst set-back when four Malawian troops and five reported to be in better condition than those in Beira. railway workers were killed and extensive damage done The port has eight warehouses, covering 19,300 sq to the track. The consortium finally suspended work in metres. Manica has a major complex a few km from the early 1988 75 km west of Nampula as they did not feel port, serviced by road and rail, while AMI has two ware safe enough in the tropical fewest area they were about to houses approximately 1 km away from the port. enter. Equipment and supplies are reported to have been Equipment at the port is currently deficient. There are abandoned in some cases, and are in danger of destruction 11 cranes, five with a 20-tonne capacity. Of these, the by Renamo, which has also recently sabotaged a section BCG found on a recent inspection tour only four five- east of Cuamba. tonne and one 20-tonne cranes working. HPC of Ger many is currently working on the repair of cranes in Beira and Maputo and is due to start work at Nacala in January Security 1989. The refurbishing will take eight to nine months to complete. Originally, the idea was that Malawian troops would pro Only nine forklifts are reported to be usable, while 16 vide an armed escort to trains as far east as Nampula. are said to be irreparable, as many have been completely From there, it was hoped that the 600 DSL-trained Frcli- cannibalised. Simple and normal cargo handling mo troops could provide adequate security on the refur equipment such-as slings, ropes, pallets, pallet forks etc bished section, which is more difficult to sabotage, and are also reported to be short Once cargo starts increasing, where trains can move at a much higher speed. a broad array of handling equipment will be needed. However, a French military team which visited the area in April 1988 estimated that the task demanded 3,000 soldiers, or one-tenth of Mozambique’s army, —’—wj^h is clearly out of the question for Mozambique. VanbflSToptions arebeip^Iooked at One is to request Table 4.2 Tanzanian forces stationed in the north to take over Freli- mo’s task on the relatively safe part of the route, so that Frelimo can reinforce the Malawi soldiers on the more Number of ship calls at Nacala volatile section between Nampula and Cuamba, where work still needs to be done. Container Conventional Tout Gross Register Apart from the UK, whk;h has provided two armoured terminal harbour tons (/10,000) locomotives for use on the corridor, the Western donor 1982 80 128 208 15Z1192 community has not been forthcoming with non-lethal 1983 81 104 185 144.4675 military assistance for the corridor. It is hoped that 1984 84 74 158 132.4280 because of the amount of money already invested in the 1985 70 52 122 78.6067 1986 ^1 64 125 56.3375 Nacala transport system, this will change The 8AXX:C Ports Handbook 41 The Container Terminal The port has a dedic«cd container tOTiinal, covering 400 DRY DOCK AT metres of quay, which has been undergoing a major face lift funded by Fuiland ($24m) and Mozambique ($4m). GATEWAY Work on the project begM in 1984 and the first phase - including lay out of terminal area (plus road and rail TO EAST AFRICA connections), q>ecification and ordering of equiinnent, pavement of roads and storage area is complete. The WE OFFER YOU: terminal can currently handle 25,000 containers. After Full Service Docking with all types of the second phase, when equipment is in place, more area hull and machinery repairs. is paved, training said management have been brought up Construction of small and specialised to scratch, the port will be able to handle 60,000 containers per annum by 1990. The Rrmish team is also vessels - Trawlers, Tugs, Barges, providing technical and management support to CFM Offshore Craft etc. North. Non-marine Construction. Approved servicing: BBC. Blowers. Ancilliary projects Approved Liferaft servicing: Unlike Beira, these are not included in project proposals. RFD. Beaufort. Dunlop. Avon. Toyo. The BCG team which in^ted the port notes, however, DSL. Viking. that there is a critical shortage of accommodation for business visitors. Competitive Prices. High Quality Work. Services Excellent Delivery Time. Shipping Because of the low cargo at the port, shipping service are currently infrequent (see Table 4.2). Nacala s main challenge is to attract the Beacon line consortium, serving the East Africa-Europe route, back to the port. Until the railway is rehabilitied, CFM plans to market the port as a break-bulk centre for the region. Communications Communications with Blantyre are currently conducted dirough a radio telex system. The Finnish contractors have a satellite communications system for their own use. A telex system is badly rteeded, as well as a regular air service from the port to Nampula, to connect with other LAM flights. Electricity The town is linked to the Cahora Bassa HEP scheme, but currently relies ot diesel generators fcM- its electricity. The supply is reported to be adequate. P.O. BOX 90462 MOMBASA TEL: 21651/2/3 CABLES; A FRIDOCK AFRICAN MARINE TELEX:21090 \ t Annex 4.1 I I td Nacala Port transport system projects Funding Implementation Estimated cost Secured funding under negotiation Funding Amount/Source Amount/Source Gap Start Duratitm Comments/Status Project no. Project title Total Foreign Local 1 0.2 1989 6 months 1.4.1 Study on upgrading of the 0.2 0.2 0.0 0.0 0.0 rt^ad Mangochi-Mandimba- Mitande, Mozambique 16.6 1988 3 years Engineering study completed. Rdiabilitadon of the 26.3 16.6 9.7 9.7 Zambia 0.0 1.8.6 ADB has shown interest losd j.usaka-Chipata, Zambia The About 350 km of track have been 87.7 (France) 0.0 1983 7 years Rehabilitation of the 223.4 193.4 30.0 0.0 2.5.5 rerwwed. Track laying of 2nd phase SADCC N acal^a-Cuamba railway 40.0 (Portugal) started in July 1987. (538 km) Mozambique 32.5 (Canada) 28.0 (EEC) 2.2 ataly) Ports 2.1 (UK) 0.9 (Finland) 30.0 Mozambique Handbook 5 years Ongoing project progressing on 24.0 4.0 24.0 (Finland) 0.0 0.0 1984 3.5.3 Design.const. & 28.0 schedule. Management study to be 4.0 Mozambique operational assist, of completed by April 1988, financed container terminal by FINNIDA. for the Port of Nacala 16.8 TOTAL 277.9 234.2 43.7 261.1 0.0 * The costs associated with this entry are not directly included in the Touls. They appear either under another project or as costs for sub-projects. 0 Brackets around acountry or linancing agaicy indicate a foreign exchange contribution. Source: SATCC 1988.